E-Mobility Smart Charging Solution

1 2 E-Mobility 3

4 Smart Charging

6 7 WG Smart Charging 8

9 Edition 2.00 10 2015-05-08

22 Report about Smart Charging of Electric Vehicles in relation to Smart Grid

23 24

25 1. Introduction ...... 3 26 2. Scope ...... 3 27 2.1 Working method ...... 3 28 2.2 Executive summary ...... 3 29 2.3 Recommendations ...... 4 30 3. What is Smart Charging?...... 4 31 4. Link to Smart Grid ...... 5 32 4.1 Aim of smart charging ...... 5 33 4.2 Principles to follow ...... 5 34 4.3 EV charging management and supervision ...... 6 35 4.4 Technologies and regulatory issues ...... 7 36 4.5 Energy metering and data transmission for billing ...... 7 37 4.6 Interoperability for E-Mobility ...... 8 38 5. EM-WG Role Model ...... 9 39 5.1 Introduction ...... 9 40 5.2 The Role Model ...... 10 41 5.3 Detailed description of Roles ...... 10 42 6. Reference Architecture for E-Mobility (SGAM) ...... 15 43 6.1 Component layer ...... 17 44 6.2 Communication layer ...... 18 45 6.3 Information layer ...... 19 46 6.4 Function layer ...... 20 47 6.5 Business layer ...... 21 48 7. Use cases in ISO/IEC 15118 ...... 22 49 7.1 Introduction to ISO/IEC 15118 ...... 22 50 7.2 Presentation of ISO/IEC 15118-1/2/3 ...... 22 51 7.3 Presentation of ISO/IEC 15118-6/7/8 ...... 23 52 7.4 Further improvement examples ...... 24 53 8. Terms, definitions, acronyms and organization of use cases...... 26 54 Annex A – Use cases ...... 27 55 Annex B – Smart Charging concepts ...... 28 56 Annex C – List of E-mobility related standards ...... 57 57

61 CEN-CENELEC

62 E-Mobility Coordination Group (M/468)

63 and

64 CEN-CENELEC-ETSI Smart Grid Coordination Group (M/490)

65 66 67 68 Disclaimer

69 The materials provided in this report is provided 'as is' without any warranty or term of any kind, either express 70 or implied, including but not limited to any implied warranties or terms of merchantability, fitness for a 71 particular purpose or non-infringement. All such terms and warranties are hereby excluded.

73 1. Introduction 74 This report is a result of work made by a working group under the CEN -CENELEC eMobility Coordination 75 Group (EM-CG) and the CEN-CENELEC-ETSI Smart Grid Coordination Group (SG-CG), with the purpose of 76 documenting different aspects of Electro Mobility Smart Charging.

77 The objective of the WG Smart Charging report is to respond to the M/468 mandate regarding the 78 section ‘Appropriately consider any Smart Charging issue with respect to the charging of electric 79 vehicles’.

80 2. Scope 81 The scope of WG Smart Charge and the resulting report looks to:

82  Define and document generic role models for different actors and their roles in the domains of E-mobility 83 and power system (Smart Grid)

84  Define and document a reference architecture for smart charging of electric vehicles (EV), which will be 85 aligned with the Smart Grid (M/490) reference architecture (correlation with other smart grid functionalities 86 is required in order to maximize system-wide impact and benefits)

87  Collect and adapt a set of typical, relevant reference use cases from E-mobility stakeholders to the 88 sustainable processes defined by SG-CG, with focus on Smart Charging of electric vehicles (EV).

89 Note: Information Security in relation to E-Mobility is not covered in this report. SG-IS for more information 90 about this topic.

91 2.1 Working method

92 The working group for Smart Charging under the CEN-CENELEC EM-CG and CEN-CENELEC-ETSI SG-CG 93 was established in June 2012. One of the first tasks was to make a ‘call for experts’ in EM-CG and SG-CG in 94 order to establish a working group with experts from different technical domains and expertise with the E- 95 mobility areas.

96 A group of about 35 experts was formed and divided into 6 tasks-groups (definition of smart charging, link to 97 smart grid, generic role model, reference architecture, charging types/scenarios and final report) to support an 98 efficient working method for the defined scope of work.

99 The draft report was circulated for comment to the EM-CG and SG-CG, for alignment with existing reports. 100 Subsequent amendments were made with final version in December 2013

101 After delivery of the final report, the working group Smart Charge will be disbanded.

102 2.2 Executive summary

103- Smart Charging is the charging of an EV controlled by bidirectional communication between two or more 104 actors to optimize all customer requirements, as well as grid management and energy production including 105 renewables with respect to system limitations, reliability, security and safety. These four requirements which 106 are already required by conventional non smart charging. 107- 108 This report gives an overview of the individual elements of ‘Smart Charging’ from recommendations and 109 definitions to reference models for E-Mobility as a whole.

110 The main focus for this report has been to link the different E-mobility definitions and concepts together, from 111 the current standardizations activities in ISO/IEC and focus activities under the European mandates – to the 112 real life projects and demonstrations activities described in Annex B.

113 E-mobility and especially ‘Smart Charging’ is still a new domain with many interesting possibilities. This report 114 provides a status on the current and basic definitions of ‘Smart Charging’.

115 2.3 Recommendations

116 • Agree on a European set of actor definitions and use cases 117 118 Establish a single repository of actor definitions and use cases to systematically identify existing and future 119 standardization needs. 120 121 • Develop a new standard for data communication between EV supply equipment and 122 EVSE operators 123 124 A standard for data communication between the EVSE (Electric Vehicle Supply Equipment) and EVSE 125 Operator is missing under the European Standardisation organisations. It is recommended to work on a New 126 Work Item Proposal (NWIP). 127 128 Note 2.3.1: DTR 61850-90-8 describes how to use the existing object model from IEC61850-7, with 129 integration of functionality from the standard series: IEC61851, IEC62196 and ISO/IEC 15118. 130 131 Note 2.3.2: There are currently activities for e-roaming which should be consider for gap-analysis to initiate a 132 NWIP, including standards like CIM 61968-1 and private initiatives, e.g. OCHP, e-clearing, and eMI3. 133 134 Also a standard for data communication between the EVSE Operators and E-Mobility Service Providers for 135 standardized business transactions and roaming issues is missing under the European Standardisation 136 organisations. 137 138 • The quality of service and reliability of the Smart Charging is of prime importance from 139 the customer point of view. New standards addressing the information to be sent to the 140 customer in case of troubleshooting have to be started.

141 3. What is Smart Charging? 142 Smart Charging of an EV is when the charging cycle can be altered by external events, allowing for adaptive 143 charging habits, providing the EV with the ability to integrate into the whole power system in a grid=and user- 144 friendly way. Smart Charging must facilitate the security (reliability) of supply and while meeting the mobility 145 constraints and requirements of the user. To achieve those goals in a safe, secure, reliable, sustainable and 146 efficient manner information needs to be exchanges between different stakeholders.

147 External events in this context can be classified as implicit changes to the physical properties of the grid as 148 well as the explicit communication of information and services between e-mobility and smart grid 149 technologies, service providers and operators but also user interaction with the EV or the station.

150 Besides Smart Charging there is also ‘Value Added Service’ like location and reservation of charging spots, 151 easy and secure identification methods and other services that could make charging easier for the user. 152 However, ‘Value Added Services’ might interact with Smart Charging sequences in several ways.

153 Key to the requirements outlined for smart charging is interoperability between actors, e-mobility and smart 154 grid technologies. Two or more systems (devices or components) are interoperable, if the two or more 155 systems are able to perform cooperatively a specific function by using information which is exchanged.

156 Interoperability in the context of Smart Charging describes the integration of tasks and refers to the exchange 157 of information between two or more devices from the same actor, or different actors and the use of information 158 for correct cooperation. The functionality of Smart Charging is to optimize the charging of the EVs taking into 159 account different goals like the requirements of the user, battery, grid and energy efficiency and other vehicle 160 needs (e.g. ‘thermal management’ or pre- and post conditioning). Therefore it describes the compatibility of

161 components within a charging system which will ensure access to and use of a safe and reliable charging 162 process for an EV.

163 Electrical safety (ref. CENELEC TC64 and TC69) is mandatory for any kind of charging, including Smart 164 Charging.

165 4. Link to Smart Grid

166 4.1 Aim of smart charging

167 Smart Charging aims to satisfy the needs of an EV user through an optimal charging process that adjust 168 power load profile considering systems capacities, grid stability and efficient management of power demand 169 and energy use. Smart Charging requests exchange of information between the actors involved.

170 Considerations have been made for:

171  Power system constraints, like grid congestions due to power peak and voltage stability; information 172 exchange deals with power limitation parameters over the grid, taking into account necessary anticipation 173 time according to EV charging duration 174  Energy Price, based on supply and demand from the energy market; Information exchange deals with 175 tariff tables providing price versus time or price versus power 176  Energy Mix with the requested amount of renewable energy as far as possible; information exchange 177 deals with parameters such as share of renewable energy or CO2 emission rate 178

179 This has to be done under several background conditions and objectives, which may apply simultaneously or 180 not:

181  To guaranty the interoperability and smart cooperation between systems and components of e-mobility 182  To foster satisfaction of needs of the EV user (determined by energy charging cost, journey plan, load to 183 carry, available charging time etc, in accordance with legal requirements for data privacy). This leads to 184 an energy charging request in a given time. When possible, in addition, supporting a request for a certain 185 energy mix would be useful (i.e. use 100% of my PV). 186  To manage technical and constraints of the EV and its accessories (e.g. thermal management of the 187 battery) 188  To achieve a sustainable transport system with a positive impact on the economy and the environment, 189 e.g. to minimize the negative externalities of the EV, through a maximum use of existing infrastructure for 190 charging EVs and adoption of smart technologies that enable the use of renewable energy sources. 191  To avoid increasing cost of power grid and system services where not necessary

192  To reduce globally CO2 production when using renewable energy to charge EVs 193  To manage and store data through the use of smart meters in accordance with communication protocols 194 and contractual relationship (billing)

195  To associate other services as requested: parking, CO2 emission information, combined transportation 196 modes, production of data 197  To promote new types of mobility. This includes reasoned mobility in the sense of choice of the most 198 suited mobility for the customer need and efficient mobility with EVs having high performance in order to 199 avoid any rebound effect. 200

201 4.2 Principles to follow

202 We recommend that the development of Smart Charging, and its practical implementation considers:

203  A comprehensive approach covering all main M/490 and other relevant uses cases from standardization 204 (Including Optimization of: customer wishes, renewable energy mix, energy production, grid management) 205  High level of technical interaction with other systems (smart grids, home- and building automation, and 206 smart meters). 207  Harmonised international standards for communication protocols and data models (SGAM – see chapter 208 6) 5

209  To ensure interoperability between the different equipment involved in Smart Charging in various 210 situations, there is a need for harmonized standardization and conformance testing.

211 Some criteria in the functions and solutions have to be checked:

212  Value chain: value at stake according to actor, organisation between actors in order to implement Smart 213 Charging 214  Regulatory aspects: markets organisation, contracts between actors, Service Level Agreements, 215 protection profiles for data privacy, safety and security 216  Customer relationship: Smart Charging must be organised to inform the customer before charging of the 217 possibility to fully alternatively partially satisfy its request, and during the process if an anomaly occurs 218  Customer acceptance of the service: the energy supply service shall be trustworthy and reliable. 219 Therefore data privacy should be one of the key features to address 220

221 4.3 EV charging management and supervision

222 In the following section we focus on energy and technical aspects of Smart Charging, in relation with other 223 work under European mandates. Referring to draft Report of the Working Group Sustainable Processes to the 224 Smart Grid Coordination Group / Mandate M490 "Use Case Collection, Management, Repository, Analysis 225 and Harmonization", 3 types of load control may be considered:

226 A. Unconditional charging: the battery management system determines by itself the load profile as soon as 227 the EV is connected. 228 B. Charging with demand response (open loop): the charging is controlled using price signal applied to 229 energy and/or power (e.g. low hour tariff). This type of control is "open loop", i.e. the customer may take 230 the signal into account, or decide not to do so (and pay in consequence) 231 C. Smart Charging (closed loop): the charging is controlled by price and technical signals in relation to a 232 combination of constraints such as overload risk, lack of balance between production and consumption, or 233 coordination between loads to avoid peak demand exceeding the capacity of a network. Contractual 234 clauses initially settled imply that a consumer will take them into account (generally through automation 235 and management systems which include optimization algorithms) 236

237 E-mobility Service Providers can offer the customer to manage the two types of load control charging with 238 demand response (open loop) and Smart Charging (closed loop) based on different services with benefits for 239 the user (access to charging infrastructure and price discount), but also with some constrains regarding 240 availability for the power grid and energy market balancing issues.

241 As a result, these charging activities can work at local, regional or cross-country level. A control management 242 based on incentives (such as price signals) or contract based control signals tries to incorporate all interests 243 at once. These interests include:

244  Congestion management and re-dispatch 245  Disturbance management and system restoration 246  Load shape management for preventing overload 247  Balance keeping on local and regional area 248  Implementing central and dispersed Renewable Energy Sources 249  Power quality improvement 250  Reducing energy losses 251  Avoiding unnecessary investments in grid and electricity generating plants 252  Reducing ecological footprint (of the whole chain) 253  Reliable power system

254 The control management system may work on time scales which vary from days to milliseconds.

255

256 4.4 Technologies and regulatory issues

257 The mass deployment of Smart Charging requires adequate control loops, protocols, technologies and 258 standards to be adopted concerning:

259  Communication protocols and data models 260  Interoperability of systems and components 261  Synchronisation of processes and (real time) requests 262  Cooperative functions and interconnectivity with components such as EV, EVSE, smart meter (on-board, 263 stationary), energy management system, clearing house etc. 264 265 The adequateness of smart metering and smart grid design with Smart Charging functions are of paramount 266 importance. Two types of smart meters have to be distinguished: those for managing electricity supply 267 revenue as specified by European Directive 2009/72/EC, which are generally situated at the public grid 268 connection point, and those for information and control, especially for Smart Charging.

269 A smart meter can either be in the charging station or, onboard the EV.

270 With the smart meter including communication technology onboard of the EV (mobile meter) or inside the 271 charging cable the following becomes possible as far as it is compatible with regulations applying to electricity 272 supply revenue management:

273  Fully automated, itemized billing per mobile meter 274  Separate billing for mobile electricity (when EV charges at home) 275  EV drivers select different electricity tariff (e.g. price, quality of energy etc.) for their mobile meter and can 276 charge everywhere with regard to that tariff (electricity roaming) 277  In case of separate billing of electricity, record of overall consumption

278  Provide information about CO2 content of electricity production in order to allow the EV to select the time 279 when more renewable energy is available 280 281 Several issues are however related to the mobile meter:

282  Double billing is expected, coming from both the EVSE related head meter and the on board meter; this 283 should be properly managed; 284  Calibration and maintenance of the mobile meter are not part of the vehicle OEMs’ core competences and 285 could bring additional complexity to the car maintenance operations.

286 Given those perceived pro’s and con’s, solutions with mobile meters are currently only evaluated in pilot 287 projects and feasibility studies.

288 See ANNEX B for Smart Charging Concepts with examples of technologies and system integration. 289

290 4.5 Energy metering and data transmission for billing

291 Two options for public charging are considered about electricity purchase and billing, which determines 292 metering and data transmission organisation:

293  ESR, chosen by EIOP: EV customer obtains a charging service including electricity, possibly through an 294 EMSP 295  ESR chosen by EV customer, or by his EMSP, who buys charging service to EIOP without electricity 296 ("electricity roaming"): MID system under MO control has to be extended to EVSE 297

298 Besides the energy meter reading, the billing process can require other data to be transmitted. The type of 299 data required depends on the business model in use. To give a few examples:

300  The time connected to the charging spot or the time parked at the charging spot can be required for the 301 billing 7

302  In case of fleet owners, an overall contract could be in place not requiring any billing but only authorization 303  In case of loyalty cards additional information needs to be transmitted to reward the customer and or 304 reduce the bill 305  Another model could be free energy if intermittent renewable energy is accepted in a Smart Charging way 306 307 Depending on the business model, the energy bill for the user could as well be addressed to another 308 stakeholder, for example, the fleet owner. It is expected that future business models request several data 309 elements for billing.

310

311 4.6 Interoperability for E-Mobility

312 Electric cars will become more integrated into the intelligent traffic infrastructure and energy networks of the 313 future than conventional combustion engines, with modern Information and Communication Technologies 314 (ICT) forming the backbone for the integration of EVs into these networks. Over the last few years significant 315 progress has been achieved in this field in a range of research projects across Europe. The diverse range of 316 services that have emerged from these projects now need to be connected on a global level to ensure that 317 electro mobility can be established as a sustainable alternative to conventional combustion engines.

318 The "eMobility ICT Interoperability Interest Group" (eMI3), a unique joint initiative by leading electro mobility 319 companies, therefore pursues a goal: to enable interoperable international services by harmonising current 320 and future data standards. Especially end users will benefit from this, as harmonised standards and a diverse 321 service offering in the global market will make it easy and attractive to use electro mobility.

322 Source: https://www.press.bmwgroup.com/pressclub/p/gb/pressDetail.html?title=bmw-and-hubject- 323 gmbh&outputChannelId=8&id=T0133811EN_GB&left_menu_item=node__2200

324 Methodology for interoperability under M/490

325 A conformance testing map should be provided by the end of 2013. Conformance tests are tests to evaluate 326 the adherence or 'non adherence' of a candidate implementation to a standard, i.e. which provides to the user 327 a guarantee that the considered implementation is not against the standard. Getting a conformance testing 328 map will ensure that each selected standard (from the 1st set of standards in M/490) is provided with 329 conformance testing tools and respective processes. This map will also raise conformance testing gaps.

330

331

332 5. EM-WG Role Model

333 5.1 Introduction

334 The main task of this document is to define a role model for the E-mobility domain. 335 336 One of the most comprehensive role models for power systems is developed by European Network of 337 Transmission System Operators for Electricity (ENTSO-E) and the associated organisations European 338 Federation of Energy Traders (EFET) and ebIX, covering the electricity wholesale and retail markets. 339 340 341 342 The E-mobility role model developed in this 343 document as a separate domain. It will reference 344 to definitions of actors and roles in the ENTSO-E 345 role model. 346 347 Actors like: Balance Responsible Party (BRP), 348 Distribution System Operator (DSO) are referenced 349 directly from the ENTSO-E role model. 350

351

352 For more information on the ENTSO-E role model: 353 http://www.ebix.org/content.aspx?ContentId=1117&SelectedMenu=8

354  A role represents the external intended behaviour of a party 355  A role model is an abstract framework consisting of parties which are interconnected. Each of the parties 356 has clearly defined roles (interactions) 357  The definition of an party is an entity (e.g. person, system or company) interacting with another entity 358  Entities and interactions can be grouped into domains, defined by logical areas of technical or economic 359 relations, business models, geographical or legal boundaries

360

361 362 363 364 365 366 367 368 369 370

371

372 5.2 The Role Model

373 374 One party can have several roles depending on the level of detail for the Role Model. It has been essential for 375 the EM-WG Role Model to be as simple as possible, only describing the basic actors and roles. 376 377 378 Electric Vehicle Electrical Vehicle Electrical Vehicle Supply User Charging Driving and Equipment parking needs needs Charging Station

Mobility Charging service limits needs Costumer Energy Electricity Supply Distribution Management Retailer Energy Grid System Operator System purchase congestions Energy Data purchase exchange

E-Mobility Bilateral Charging Service Service Provider agreement Operator

Roaming service Roaming service offer/request offer/request E-Mobility New E-Mobility Actors Clearing House Power System Actors Relationship between Actors 379 Energy flow 380 Figure 1 – EM-WG role model overview 381 382 Note: For more detailed information about the EM role model and definitions, see TC8 UML role model and 383 the IEC/TS 62913-2-4 for E-Mobility use cases. 384

385 5.3 Detailed description of Roles

386 It is essential to keep the role definitions as simple and generic as possible, not describing business models or 387 practical system integration or implementations. 388 389 390 Table1 – Role definitions (detailed) 391 Actor name Definition of actor Role of actor

Electric Vehicle Person or legal entity using the Driving from A to B vehicle and providing User (EVU) The basic role of the user is to drive from A to B and give information about driving information about the trip (e.g. driving distance, route, needs and consequently estimated time of arrival) to the E-Mobility Service Provider influences charging patterns. Parking where needed NOTE: Driving needs, such as range and time of availability Driving urban areas with high traffic density - parking with are necessary to achieve the the possibility to charge, can be very important for the EV most appropriate charging user. Information about location and availability of the 10

Actor name Definition of actor Role of actor scenario. charging supply equipment is an important part of ‘Smart Charging’ and therefore it is beneficial to spread this [ISO/IEC 15118-1] information to the EV user.

Charging when needed and optimal

The need for charging depends on factors like: User needs, availability of Charging Supply Equipment, price of energy and grid constrains. ‘Smart Charging’ is the definition of a concept where all these issues are optimized automatically. The EV user can sign a contract with the E-Mobility Service Provider, which can provide the best solution for the user. Depending on the solution (e.g. charging instantly, according to price/green energy or grid friendly) the needed information has to be exchanged between the EV user and the E-Mobility Service Provider. NOTE: There shall be a relationship/association between the EVU and the E-mobility Customer (EC). However, the exact nature of this relationship/association depends on the underlying business models and use cases

Electrical Vehicle Any vehicle propelled by an Driving the user from A to B electric motor drawing current (EV) The main role for the EV will always be to drive the user from a rechargeable storage from A to B. If for some reason this cannot be fulfilled (e.g. battery or from other portable need for emergency cooling or heating of battery, empty energy storage devices battery, emergency repairs) the EV might provide this (rechargeable, using energy information to the user. from a source off the vehicle such as a residential or public Charging according to the EV, user and grid needs electric service), which is manufactured primarily for use The energy needed to fulfil a specific driving demand, on public streets, roads or should always be available. First step is always to know highways. [ISO 8713, ISO/IEC the driving needs and constrains and next step for the EV 61851 and 15118-1] to get the required energy. The EV will need information about grid congestions and market demands (Local Limit Profile). Locally measureable grid parameters such as frequency and voltage can serve as an indicator for the grid’s local and overall system state.The E-Mobility Service Provider will need information about energy needs and user requirements (Target Settings) to fulfil the needs of ‘Smart Charging’.

Electric Vehicle Conductors, including the Charging the EV safely phase, neutral and protective Supply Equipment The main role of the EVSE is to deliver power to the EV (EVSE) earth conductors, the EV couplers, attachment plugs, Independently of the infrastructure used, user, smart grid and all other accessories, or market needs, the charging should always be safe and devices, power outlets or secure for the user and equipment. The Charging Supply apparatuses installed Equipment should signal to the E-Mobility Infrastructure specifically for the purpose of Operator if something is wrong. delivering energy from the premises wiring to the EV and allowing communication between them if required [Ref: IEC61851-1]

Actor name Definition of actor Role of actor

Charging Station All equipment for delivering Charging the EV efficiently and effectively (CS) current to EVs, installed in The Charging Station should always try to adjust the an enclosure and with charging behaviours in a smart way to stabilize the grids special control functions. and optimize the charging operations. The CS should [ISO/IEC 61851-1] always charge the EV as requested within the given One or several Electric Vehicle limitations or constraints. Supply Equipment (EVSE When an EV has charged at a public charging supply, the according ISO/IEC 61851) are information about amount of energy, tariff and operators enclosed within a charging will be stored, validated and send to the operator who station. needs the information.

Costumer Energy The CEM is a logical function Saving energy cost for the costumer Management optimizing energy System (CEMS) consumption and or production It could also have the role of monitoring and managing the based on signals received information exchange between the EVSE/CS and the from the grid, consumer’s Operators, like DSO, CSO or ESR. settings and contracts, and devices minimum performance standards. The Customer Energy Manager collects messages sent to and received from connected devices; especially the in- home/building sector has to be mentioned. It can handle general or dedicated load and generation management commands and then forwards these to the connected devices. It provides vice versa information towards the “grid / market”. Note that multiple loads/generation resources can be combined in the CEM to be mutually controlled. When the CEM is integrated with communication functionalities it is called a Customer Energy Management System or CEMS. [M/490]

Charging Service A party offering charging Operate and maintain the data communication and Operator (CSO) service for electric vehicles. information exchange between the EV, user and supply equipment on the one side – and the E-mobility Service May be investor (owner) and Providers on the other side, directly or through the EMCH. operator of CS and of the private electricity networks to The CSO operates its charging stations through a which they are connected. Charging Service Management System or Costumer Energy Management System (CEMS). If these roles are organised separately, the CSO is responsible for the service management with the EVSE.

E-mobility Service Provider of services in relation Providing E-mobility services to the EV user Provider (EMSP) with the use of EV. The user signs up with one or more of these actors. The For example: EV rental role of the E-mobility Service Provider is to manage all or including access to any some of the E-mobility services, like payment for the 12

Actor name Definition of actor Role of actor shareable EVSE, multi-mode energy, location and reservation of Charging Supply transportation including EV, Equipment and other value added services. Charging service management

etc. Also called EMO and defined in ISO-IEC 15118-1. Also called EVSP within Green e-Motion project. Clearing charging activities E-mobility Clearing Managing exchange of data House (EMCH) between operators in relation The role of the E-Mobility Clearing House will be to to mobility services so as to establish an open and neutral service for making the ensure interoperability and charging activities available between different operators. open access of EV users to

these services. Providing interoperability between operators

When charging in public, the user should be able to use all the charging facilities available, including cross-board charging facilities. To support the interoperability of information exchange between the E-mobility actors, a clearing house service or an onboard smart meter could provide the needed exchange of information (e.g. ID of user, EV and operators, location and availability of charging supplies, charging profiles) Alternative: Entity mediating between two clearing partners to provide validation services for roaming regarding contracts of different E-mobility Service Providers with the purpose to:  Collect all necessary contract information like Contract ID, E-mobility Service Provider (ESP), communication path to E-mobility Service Provider, roaming fees, begin- and end-date of contract, etc.  Provide CSO with confirmation that an E-mobility Service Provider (ESP) will pay for a given Contract ID (authentication of valid contract) and transfer a corresponding Service Detail Record (SDR) after each charging session to the corresponding E-mobility Service Provider (ESP). Note: This actor is important in relation to information security and data privacy issues.

Electricity Supply Entity on the market selling In addition, multiple combinations of different grid user Retailer (ESR) electrical energy to groups (e.g. those grid users that do both consume and consumers, in compliance with produce electricity) exist. the regulation for market An ESR is in relation with a Balance Responsible Party organisation. It can also have according to the electricity market organisation. a grid access contract with the TSO or DSO.

Distribution According to European Safety of supply (no congestions) Directive: "a natural or legal System Operator Important for the DSO, will always be to secure access to person responsible for (DSO) energy and ‘safety of supply’ either by a smart grid or by a operating, ensuring the combination of a smart grid and manageable load, like maintenance of and, if shifting the EV charge to ‘off-peak’ hours. necessary, developing the 13

Actor name Definition of actor Role of actor distribution system in a given Information about forecast of possible grid congestions in area and, where applicable, its the local distribution grid or a direct ‘brown-out’ signal in interconnections with other emergency situations, could be useful for the E-Mobility systems and for ensuring the Service Provider, if this is part of the ‘Smart Charging’ long-term ability of the system concept. to meet reasonable demands Also described in ISO-IEC 15118-1 as responsible for the for the distribution of voltage stability in the distribution grid (medium and low electricity". Moreover, the DSO voltage power grid). is responsible for regional grid access and grid stability, - Electricity distribution is the final stage in the physical integration of renewable at the delivery of electricity to the delivery point (e.g. end- distribution level and regional user, EVSE or parking operator). load balancing. - A distribution system’s network carries electricity from the transmission grid and delivers it to consumers. Typically, the network would include medium-voltage power lines, electrical substations and low-voltage distribution wiring networks with associated equipment. Depending on national distribution regulations, the DSO may also be responsible for metering the energy (MO). 392

393

394

395 6. Reference Architecture for E-Mobility (SGAM) 396

397 The method developed by SG-CG called Smart Grid Architecture Model (SGAM) is going to be supported for 398 E-Mobility with the contribution in this section.

Business Objectives Polit. / Regulat.. Framework

Business Layer

Function Layer Outline of Usecase Subfunctions Information Layer Data Model Data Model

Communication Layer Protocol Market Protocol Enterprise

Component Layer Operation

Station Generation Zones Transmission Field Distribution Process DER Domains Customer Premise 399

400 Figure 2: SGAM from SG-CG Sustainable Processes

401 With the purpose of harmonising all the relevant standards from component to business layer, considering the 402 zones from field to market and the domains from costumer premise to bulk generation – the SGAM is the 403 model or method which can do the task in a structured way.

404 Please refer to the report: SGCG Report on Reference Architecture for the Smart Grid for further 405 explanation of the SGAM background and functionality.

406 SGAM is inspired by GWAC Stack. For more information on GWAC please see: 407 http://www.gridwiseac.org/about/imm.aspx

408

409 Figure 3: GWAC stack

410

411 6.1 Component layer

412 This layer is the physical components defined in a generic context with respect to the predefined zones and 413 domains.

414 The component layer basically has 3 aggregation levels:

415 1. Unit level with the EVSEin the field zone. This is the detailed aggregation level where the EV is 416 connected to the grid (Smart Grid Connection Point)

417 2. Station level is an aggregation level which is automatically managed by systems based on signals and 418 measurements from the unit level. A typical example could be a parking house where there is a need for 419 congestion management because not all outlets can provide maximum power at the same time or a 420 CEMS at the private household.

421 3. Operation, Enterprice and Market level are the highest aggregation levels, where energy management, 422 aggregation of metering, clearing and regional congestion management is performed. The operators in 423 the enterprise zone are typically the operators which trades on the energy markets or directly with the 424 TSO for balancing services and DSO for congestion management services.

Energy Market System Market

Energy Distribution E-Mobility Charging Service E-Mobility Management Management Service Provider Operator System Clearing House System System System Enterprise

Charging Spot Fleet Wireless Operator System Operator System to EV Operation

Customer Energy Charging Station Wireless Management System to EV System Station

EVSE Field

PCC Process

425 Transmission Distribution DER Customer

426 Figure 4: SGAM E-mobility component layer

427 The component layer is the basic layer for the next 4 layers in the ‘Smart Grid Architecture Model’ which the 428 protocols, information model and use cases are linked to. 17

429 6.2 Communication layer

430 Different protocol standards from IEC, ISO, ETSI, ITU and SAE are relevant for the different zones and 431 domains in the E-mobility SGAM and the communication layer will give an overview of the technologies for the 432 protocol and transport layers.

433 1. Field zone is basically dealing with the communication between the EV and the EVSE, which includes the 434 following standards: IEC61851-1 (SAE J1772) PWM and ISO/IEC 15118-2 XML (EXI) TCP/IP

435 2. Station zone can basically be divided into 3 domains, based on the use cases:

436 a. Metering: IEC 62056 DLMS/COSEM

437 b. Power Grid: IEC61850 ISO 9506 (MMS)

438 c. Charge Spot: ETSI TS 101 556 ASN.1 and future standards for OCPP/OCHP XML/SOAP

439 3. Operation zone with communication between the operators is mainly CIM-standards (Common 440 Information Model) like IEC 61968 and IEC 61970 which is XML TCP/IP based.

Energy Market System Market

TCP/IP (XML)

Energy Distribution E-Mobility Charging Service E-Mobility Management Management Service Provider Operator System Clearing House System System System Enterprise

TCP/IP (XML)

Charging Spot Fleet Wireless Operator System Operator System to EV Operation

TCP/IP (XML)

Customer Energy Charging Station Wireless Management System to EV System Station

ASN.1 (MMS) TCP/IP (XML)

EVSE

PWM PWM Field

DLMS/COSEM DLMS/COSEM

PCC Process

441 Transmission Distribution DER Customer

442 Figure 5: SGAM E-mobility communication layer

443 Note: There are other protocols in this layer, which could be relevant especially from a US perspective: e.g. SEP2, 444 OpenADR, DNP3, but they are not included in this report.

445 6.3 Information layer

446 This layer is closely linked to the ‘communication layer’ but with focus on the service and application 447 elements, which basically means the naming and parameters of the data to be exchanged.

448 From an interoperability point of view this is an important layer, because independent of the ‘communication 449 layer’, if the naming and definition of the individual data elements are harmonised, the exchange of 450 information and interaction between different actors, will be more clear and easy to incorporate in existing 451 management systems.

452

Energy Market System Market IEC 62325-451 series IEC 61970 series IEC 61968 series

Energy Distribution E-Mobility Charging Service E-Mobility Management Management e.g. OCHP Service Provider Operator System Clearing House System System System Enterprise

Charging Spot Fleet Wireless Operator System Operator System to EV Operation IEC 61850 series ETSI TS 101 556 series

e.g. OCPP Customer Energy Charging Station Wireless Management System to EV System Station

TR 61850-90-8 IEC/TR 62746-2

ISO/IEC 15118 series ISO/IEC15118 series EVSE IEC 61851 series IEC 61851 series Field

PCC Process

453 Transmission Distribution DER Customer

454 Figure 6: SGAM E-mobility information layer

455

456

457

458

459

460

461 6.4 Function layer

462 This report will for the function layer, describe the ‘technical’ use case elements which will be the link between 463 the information layer and business layer (business use cases).

Energy Market System Market

Energy Management EV Roaming Energy Distribution E-Mobility Charging Service E-Mobility Management Management Service Provider Operator System Clearing House System System EV ? System Enterprise Grid Management EV User Services

Charging Spot Fleet Wireless Operator System Operator System to EV Operation Charging Spot Management EV Status

Customer Energy Charging Station Wireless Management System to EV System Station Home and Building Automation EV Load Management

EV services EVSE Smart Charging EVSE management Field

Metering Metering

PCC Process

464 Transmission Distribution DER Customer

465 Figure 7: SGAM E-mobility function layer

466

467 6.5 Business layer

468 The top layer in the SGAM is the business layer, which gives an overview of the business oriented use cases.

469 The use cases are based on the IEC/TS 62913-2-4 from TC8 WG6 DCT8

470

Energy Market System Market

Energy Distribution E-Mobility Charging Service E-Mobility Management Management Service Provider Operator System Clearing House System System System Enterprise

Capacity Forecast Based Smart Charging

Charging Spot Fleet Wireless Operator System Operator System to EV Operation

Energy Management Application to Smart Charging- for Smart Charging Discharging on EV Fleets

Smart Charging-Discharging Customer Energy Charging Station in a WPrivateireless Network Management System to EV System Station Smart Charging-Discharging Charging with on a DSO public Network demand-response

EVSE Application to Smart Charging- Application to Smart Charging- Discharging on Public Parking Discharging on Residential Parking Field

Unconditional charging

PCC Process

471 Transmission Distribution DER Customer

472 Figure 8: SGAM E-mobility business layer

473

474 Note: National grid codes are not referenced in this business layer, because there is not cross country harmonisation of 475 these grid codes.

476

477 7. Use cases in ISO/IEC 15118

478 7.1 Introduction to ISO/IEC 15118

479 The ISO/IEC 15118 is a complete set of standards. 480 481  ISO/IEC 15118 consists of the following parts detailed in separate ISO/IEC 15118 standard documents 482  ISO/IEC 15118-1: General information and use-case definition 483  ISO/IEC 15118-2: Network and application protocol requirements 484  ISO/IEC 15118-3: Physical layer and Data Link Layer requirements 485  ISO/IEC 15118-4: Network and application protocol conformance test 486  ISO/IEC 15118-5: Physical layer and data link layer conformance test 487  ISO/IEC 15118-6: General information and use-case definition for wireless communication 488  ISO/IEC 15118-7: Network and application protocol requirements for wireless communication 489  ISO/IEC 15118-8: Physical layer and data link layer requirements for wireless communication 490 491 ISO/IEC 15118 standard focusses on the vehicle to grid communication interfaces. ISO/IEC 15118 does not 492 specify the vehicle internal communication between battery and charging equipment and the communication 493 of the charging equipment to other upstream actors and equipment (beside some dedicated messages related 494 to the charging). All connections beyond the SECC, and the method of message exchanging are considered 495 to be out of the scope as specific use cases. 496

497

498 Figure 9: ISO/IEC 15118 illustration

499 ISO/IEC 15118 covers only the relation between EV and EVSE of Figure 4. However, the information stream 500 from DSO and Charging Service Provider to the Charging Supply Equipment influences the charging session 501 and then the 15118 messages. 502

503 7.2 Presentation of ISO/IEC 15118-1/2/3

504 The current ISO/IEC 15118-1 defines only eight simplified use cases dedicated to the charging process 505 management. 506 507 508 These charging sequences are constructed from exclusives pre-identified sub sequences/ sub use cases. 509

510

511 512 513 Figure 10: Sequence description of exclusive use cases in a charging session in ISO/IEC 15118. 514 515 These sub-use cases A1, A2… H1 described in 15118-1 are the basis for the charging scheduling description 516 of 15118-2. They allow the elementary functions that have been identified until now but may lack some 517 aspects of practical characteristics of future EV usages influencing the charging session. 518

519 7.3 Presentation of ISO/IEC 15118-6/7/8

520 Smart charging system may be part of a more complete system and could then requires more information and 521 data exchange than the current ISO/IEC 15118-1/2/3 documents describe. The reservation of the charge spot 522 as well as the reservation of energy could be made by other means than by using the current ISO/IEC 15118 523 wired communication. 524 525 The work on the ISO/IEC 15118 wireless communication has just started. 526 527 Three main challenges are addressed by these new standardization projects: 528 529  The adaptation of the current ISO/IEC 15118 V2G communication solution to wireless communication 530 means 531  The harmonization of the current ISO/IEC 15118 V2G communication solution with the wireless charging 532 control communication defined in the ISO 61980 533  The harmonization of the current ISO/IEC 15118 V2G communication solution with the ITS (Intelligent 534 Transport Systems) proposals such as the TS 101 556-1 v1.1.1 defining the Electric Vehicle Charging 535 Spot Notification Specification and the TS 101 556-3 v1.1.1 dealing with Communications system for the 536 planning and reservation of EV energy supply using wireless network in order to offer seamless services 537 from driving to charging 538

539 7.4 Further improvement examples

540 As part of a more general system, new use cases, even out of scope of current ISO/IEC 15118, should be 541 further explored: 542 543  The vehicle is charged in the public or private domain and maximum power may be limited by contract 544 with the DSO. 545  The charging system is part of a complex system which will probably include an intermediate energy 546 controller and the corresponding business case 547  Management of the charging infrastructure and data flow 548  The global (aggregation, statistical and provisional) influence of charging behavior 549  Charging requirements and charging patterns will depend closely on the missions and usages of the 550 particular vehicle and the particular client as well as the adjustment of the power demand towards the 551 smart grid. The mission profile for each charging session must be established based on the client and 552 system needs in regards to data privacy respect: 553 o Journey to be accomplished (default or special) for fleet management for instance 554 o Information related to scheduling and timing constraints 555 o Desired price (Regular or Premium) 556 o … 557  The capacity and functionality of the complete system (vehicle, charge spot, local installation, grid 558 capacity etc.) 559  Charging spot accessibility and capability (appropriate to client needs) 560  Geographical location of charging spot related to the journey 561 562 The future EVs will most certainly become part of a complete information system as remote wireless services 563 expand. The client will benefit directly from the value added services and charging profiles will be better 564 adapted. The structure for this additional information should be prepared in order to facilitate the integration 565 into the vehicles. 566 567 Here are some examples of basic information that is likely to influence future charging sessions. Other use 568 cases may of course enlarge this list (some are already included in pending standards). 569 570 Client requests for charging 571  Time constraints (when I would like/is best to charge my car) 572  Price constraint (price range for 1 kWh/ X km) 573  Convenience (less than x km from my way, in the morning, afternoon or evening) 574  Charging target (charging functions can be optimized according to one or more parameters such as km to 575 cover,, % of battery capacity, CO2 emissions accounting and/or energy prices) 576  Roaming information (What are my preferred options today, might be different than yesterday or 577 tomorrow) 578  Pre-booking of a public charging spot. 579  Spots availability along my journey 580 581 Information required at charging spot to optimize energy 582  Remaining charge of the battery 583  Time to next usage 584  Required energy for next usage 585  Time and money required to charge up to a certain level 586  Power available at charge spot – power level accepted by vehicle 587  Re-negotiation of power delivery accepted or not by EV, likely or not at this time of day/year 588  Extra services required like heating or cooling the vehicle 589  Index of interruptible charging services (split between: battery charging, battery temperature control 590 service and other technical services). A service could be non-interruptible before x sec or could 591 interruptible instantaneously but with energy loss, or could be interruptible instantaneously with no 592 technical consequences 593 594 Billing information 595  Identification of client 596  Smart Charging behaviours 597  Smart Metering

598  Consumption profile 599  Environmental information 600  Price information (before charging session in order to compare offers) 601 602 Other type of information difficult to handle precisely today 603  Impact of Renewable (fluctuation, forecasts, price…) 604  Impact of EV2Grid, EV2Home, EV2Neighbour 605 606 Note: The list of parameters provided is only examples and has to fulfil the legal requirement for data privacy.

607 If we look at the combinatory possibilities we get the following, still open, Vehicle-Charging Spot cross 608 interaction table: 609

610 611 612 Figure 11: Charging combinations versus charging profiles

613 Charging spots will also have to adapt to different vehicle missions prefigured in the following table (these 614 examples may reflect only part of future usages). 615 Charging spot Charging spot usage examples profiles

Home charging Home sideCurb area Parking etc. center Shopping parking Office depot Fleet systems mobility Dedicated Taxis Urban deliveries entrepreneur Small

3kW–6kW x x x x x x x x x x available all the time 3kW–6kW on/off, x x x x x x off peak charging Charging adjusted to x x x x x x x x x x global limit (16–64A) Charging with respect x x x x x x x to pricing Fast AC or DC x x x x x x x

616 Figure 12: Charging spot usage examples versus charging profiles

617 25

618 8. Terms, definitions, acronyms and organization of use cases

619 For the purposes of this document, the following abbreviations, terms and definitions apply:

620 Table 2 – Abbreviation list Abbreviation Term ACM Adjustment Capacity Market BRP Balance Responsible Party CEMS Costumer Energy Management System DH Data Hub DER Distributed Energy Resources DERO Distributed Energy Resources Operator DSO Distribution System Operator EMCHO E-mobility Clearing House Operator EC E-mobility Customer EIP E-mobility Infrastructure Producer EIOP Electrical Installation Operator EIOW E-mobility Infrastructure Owner EMSP E-mobility Service Provider EEM Electric Energy Meter EV Electric Vehicle EVCC Electric Vehicle Communication Controller EVM Electric Vehicle Manufacturer EVSE Electric Vehicle Supply Equipment EVU Electric Vehicle User EM Energy Market ESR Energy Supply Retailer FLO Flexibility Operator MID Measuring Instruments Directive MO Meter Operator OEM Original Equipment Manufacturer PO Power Outlet RES Renewable Energy Sources SDR Service Detail Record SECC Supply Equipment Communication Controller SGCP Smart Grid Connection Point: border between two grids operated by different entities, especially between DSO and EIOP. SG-IS Smart Grid Information Security TSO Transmission System Operator 621

622

623 Annex A – Use cases 624

625 The current process in M/490 for collection and consolidation of E-mobility use cases is managed by SG-CG 626 sub-group ‘Sustainable Processes’ and a separate section for E-mobility is illustrated below (WGSP-1000):

627

628 Figure 13: E-Mobility use cases under M/490

629

630 For a detailed description of the E-mobility use cases under M/490 see: 631 http://ec.europa.eu/energy/gas_electricity/smartgrids/doc/xpert_group1_sustainable_processes.pdf

632

633

634

635 Annex B – Smart Charging concepts 636

637 This annex is a collection of different Smart Charging concepts with focus on different areas of Smart 638 Charging, from agent based communication concept to EV Service Provider management activities.

639 All concepts have been documented based on the same template, which should make it easier to compare 640 and reference in the different report sections.

641 All the examples in this annex has not been edited or validated by the WG Smart Charging group. All 642 information in this annex is to be handled ‘as is’.

643 The main purpose of this annex, is to give practical examples of different ‘Smart Charging’ concepts, from 644 R&D to demonstration projects and real life implementations.

645

646 The following concepts are described (alphabetically):

647 B1 Context Aware Charging

648 B2 CROME : CROss-border Mobility for Evs

649 B3 EDISON VPP

650 B4 ELVIIS – Electrical Vehicle Intelligent Infrastructure

651 B5 Energy Conservation

652 B6 ESBN Winter Trials

653 B7 Finseny Project

654 B8 GÖRLITZ E-Mobility Smart Charging Solution

655 B9 Green eMotion congestion management in DSO business model case

656 B10 IntelliCharge by ERDF

657 B11 MUGIELEC

658 B12 PowerMatcher

659 B13 VISMA

660

661

662

663

Name of concept Context Aware Charging

Concept partners ESB, Intel, SAP

Project reference N/A

Reference report N/A

664

665 Scope

666 The project tests and demonstrates Context Aware Charging. Home and workplace EV chargers are 667 controlled via a Home Energy Management System, allowing an unhindered user experience, while offering 668 energy cost savings to the customer and allowing greater use of sustainable energy while charging the 669 electric vehicle.

670 Illustration

“ Context Aware ” Smart Charging

Electricity Faults

Traffic

Weather

Cloud HEMS Smart EVSE Personal Diary Data

Real Time Electricity Prices Car Canbus

671

672 Description of the concept

673 Wind energy as a variable energy source is difficult to integrate with fossil fuel generation due to the need to 674 vary the outputs of other generation sets to balance supply and demand while maintaining system frequency. 675 Weather forecasts combined with electrical generator profiles can predict the availability of wind energy over 676 the coming hours and days. As energy markets develop to provide a more dynamic pricing structure at the 677 retail level, the opportunity exists to maximise the use of renewable energy sources for the EV driver, while 678 benefiting from lower energy pricing.

679 The user however must still have the confidence that their lifestyle and transport arrangements are 680 unhindered by this process.

681 Once a user plugs in the vehicle to charge, the HEMS generates a charging profile to optimise the charge 682 pattern of the vehicle to best utilise renewable energy and lower electricity prices for the customer. Data from 683 the customer diary is used to predict the distances the user will travel in the coming day as well as the unplug 684 time for the vehicle. Over time the system learns from the driving profile and energy consumption of the driver 685 and vehicle, allowing the HEMS to predict more accurately with limited input from the user.

686 The HEMS will assess weather patterns and price contracts to best fit the energy requirements to the 687 available charge time while guaranteeing the user the required charge will be available at the time of 688 unplugging.

689 User inputs include: Unplug time, reserve charge level and journey planner.

690 Other inputs include vehicle battery level, GPS, system demand, renewable generation, weather and price 691 contracts.

692

693

694

695

696

697

698

699

700

701

702

703

704

705

706

707

708

709

710

711

712

713

714

715

Name of concept CROME : CROss-border Mobility for Evs

Concept partners EDF, ENBW, Renault, PSA, Daimler, Porsche, Bosch, Schneider, Siemens, KIT…

Project reference http://crome-project.eu/

Reference report http://crome-project.eu/

716

717 Scope

718 The project integrates results from existing EV projects in French-German border: Project Kleber in France, 719 MeRegio and ecars in Germany. The scope is to operate full interoperable charging stations with easy 720 access, charging and billing of all EVs over the Crome area.

721

722 Illustration

723

724 General vision of the project

725

726 With the CROME project French and 727 German cars can charge in both countries.

728 EVs stay unchanged so any car, including 729 those not part of the project (e.g. from 730 Toyota or Nissan ), can charge. Only 731 charging stations need adaptation to be 732 able to read special CROME RFID cards.

733 Autentification and charging control is 734 made through smartphone.

735

736 Common ICT service platform ensure the roaming of information and billing.

737

738 General vision of the Roaming process in the CROME project

739

740 Description of the concept

741

742 CROME is a safe, user-friendly and reliable cross-border e-mobility project between France and Germany.

743 It demonstrates an interoperable easy-to-use charging infrastructure (plug, cable, etc.) and customer-oriented 744 services (authentication, billing, roaming, reservation, etc).

745

746 A particular emphasis is placed on Customer-oriented services 747 demonstration like:

748 • Simplified identification (uniform access to French and German 749 EVSE with contactless RFID card) 750 • Localization, availability and reservation of charging spots with 751 smart phones 752 • Transparent Roaming of e-mobility services between infrastructure 753 operators (based on OCPP) 754

755 The project has now entered in an active exploitation phase; so far 100 CROME charging points have been 756 installed along the Rhine corridor. Other border countries are expected to join the program.

757

758 32

Name of concept EDISON VPP

Concept partners IBM, DTU, EURISCO

Project reference EDISON project

Reference report http://www.edison-net.dk/Dissemination/Reports/D3.1.aspx

759

760

761 Scope

762 The conceptual role of a fleet operator, which can be implemented by different commercial players, is 763 introduced to allow groups of EVs to be actively integrated in the power system. Towards the grid and market 764 stakeholders, the fleet operator will operate as a Virtual Power Plant (VPP). 765 The Virtual Power Plant concept describes an aggregated system in which distributed energy resources 766 (DERs) are partly or fully controlled by a single coordinating entity. In this way, DERs can be actively 767 integrated into the power system and market, for which individually they would be too small – in terms of 768 power output and availability – to participate in. The concept has been demonstrated in the European FENIX 769 project [3] and studied by Shi You et. al [4]. 770 In the case of EDISON a fleet operator could mimic a traditional power plant by aggregating a group of electric 771 vehicles. The fleet operator would also need to interact with each individual electric vehicle to optimize 772 charging. The technical implementation of this concept is called the EDISON VPP (EVPP)

773

774 Illustration

775

776

777

778 As illustrated, the fleet operator could participate in the energy market and in ancillary services (for example 779 the FO could plan capacity that could be used for up or down regulation). The first project phase, however, will 780 put its emphasis on the former and indirectly connect the EVs with the day-ahead spot market by controlling 781 the charging in correspondence with hourly energy prices.

782

783 Description of the concept 784

785 The EDISON VPP is a server-side software system that coordinates the behaviour of a fleet of EVs while 786 communicating with external power system stakeholders. To illustrate the internal workings of the EVPP it is 787 useful to group its functions into three groups: data, analytics and logic. This is done in the figure below, which 788 also differentiates between the aggregated and the individual level of EV management.

789

790 The EVPP handles the EV fleet as an aggregated group when acting and optimizing towards market players 791 (upper interfaces), but will have to take individual considerations into account when handling the behaviour of 792 a single car (lower interfaces). The three main functional groups perform the following functions:

793 DATA:

794 This group stores previous market prices and fleet behavior on an aggregated level, enabling better 795 forecasting and optimization for acting on the power market. On an individual level, data is stored that 796 describes the service level agreement between the EVPP and an EV owner e.g. to which degree the EVPP 797 should control the charging process. EV hardware specifications, like battery size and supported charging 798 powers, are also stored. Finally the EVPP stores the EV user’s plug-in habits i.e. where, when and for how 799 long the EV is typically connected to the grid for charging. These parameters are all vital for individually 800 optimizing the charging of an electric vehicle. 801 802 ANALYTICS:

803 ‘Analytics’ means the mathematical computations necessary to support the logic of the EVPP. Forecasting 804 relies on historical data to predict market prices on an aggregated level which supports better bids and 805 strategies. Forecasting also determines future individual EV usage patterns. The latter helps the EVPP predict 806 when the EV user will need the EV for the next trip and can thus better estimate the time period available for 807 smart charging. Such a prediction can be based on the statistical methods of Exponential Smoothing or using 808 the Markov Chain approach. Optimization is used to minimize charging costs of the EVs on both the 809 aggregated and individual level. The individual optimization is limited by the constraints introduced by the 810 distribution grid, EV specifications and EV user energy requirements. On the aggregated level, profit 811 maximization can be done when acting on the regulating and reserve markets. Such optimization can be 812 achieved through stochastic or linear programming. 813 814 LOGIC:

815 The logic defines the main operational goals of the EVPP, namely to act on the power market to generate 816 savings or revenue for itself and its clients, and to intelligently manage the charging behavior of EVs through 817 individually tailored charging schedules. 818

Name of concept ELVIIS – Electrical Vehicle Intelligent Infrastructure

Concept partners Ericsson, VOLVO, Viktoria Instiute, Göteborg Energi

Project reference ELVIS project

Reference report http://www.ericsson.com/thecompany/press/mediakits/electric_car_charging http://www.ericsson.com/res/thecompany/docs/press/media_kits/elviis_content_sum mary_v6.pdf 819

820 Scope

821 Electric vehicles introduce roaming between different utility grids: Using an electric vehicle means that you will 822 have a need to charge the car using outlets that you do not own, and which may not be public charging points. 823 An electricity outlet at a friends’ house may be connected to an electricity provider that you do not have a 824 relation (subscription) with. The ELVIIS Vehicle Charging System (EVCS) ensures that your friend will always 825 be credited for the electricity to use from her outlet to charge your car.

826 The electrical vehicle charge system, concept developed by the ELVIIS project, is capable of supporting 827 utilities companies providing them with roaming and settlements functionality for electricity consumed from 828 private and public charging outlets. EVCS support two types of outlets i.e., smart and dumb outlets. The 829 ELVIIS project focuses on dumb outlets.

830 ELVIIS is joint project initiative with Ericsson, Göteborg Energi, Volvo cars and the Viktoria Institute. In this 831 project, knowledge about system architecture for future communication requirements, new actors and new 832 value chains are developed and implemented. Services are being evaluated in a field test with electrical 833 vehicle users which will start early in 2013. The project aims to collect the necessary knowledge for full scale 834 deployment of such infrastructure and services and to identify the need for international standards and 835 regulations.

836 EVCS functionality allows a user to pay for the electricity consumed by the battery charging process when 837 using a dumb outlet belonging to someone else. A prerequisite for this is that the car is equipped with 838 functionality to monitor energy usage, and has the capability to communicate it to EVCS. This is implemented 839 on top of the connected vehicle platform that is used within the ELVIIS project.

840 Illustration

841

842 Ericsson has (together with an industry partner) developed and provided a reference platform in the Electrical 843 Vehicle Proof of Concept to secure the connectivity of and intelligence in the car. It communicates through a 844 mobile broadband module, HMI and an interface towards the CAN bus in the car. The interfaces and 845 interworking with cars, energy and grid providers has been developed and verified by the project partners.

846 Description of the concept

847 The Electrical Vehicle Charge System (EVCS) is deployed on a server that plays a central role in the solution. 848 It communicates with all actors, and optimizes and manages remotely the battery charge process based on 849 input from the driver, grid operators, energy providers and car characteristics. It enables a user with the 850 possibility of paying for the electricity used to charge his vehicle to a private householder by ensuring that the 851 householder is credited for the energy taken by the vehicle. The vehicle is assumed to have an on-board 852 electricity meter and the user must have a contract for the vehicle with any public energy provider of her 853 choice. The electricity taken to charge the vehicle is always measured by the vehicle and is always charged to 854 the account of the vehicle owners’ account and supplier regardless of the outlet used and its ownership. The 855 sockets are identified using QR tags or using GPS coordinates. In the first phase of the trial, QR tags have 856 been used to identify sockets.

857 The optimization can be based on a cost perspective, sustainability perspective (i.e., CO2 emission and type 858 of energy), by time (charge as fast as possible, charge now) or at the time that the energy grid has the lowest 859 load. The driver has the possibility to monitor the charging and control parameters via an app downloadable 860 to a Smart phone.

861 One of the main benefits of EVCS is that it enables the large scale usage of electrical vehicles e.g., 862 connecting multiple actors such as grid operators, energy suppliers and car manufactures as illustrated in the 863 scenario for charging from a dumb outlet shown below.

864

865 The main component in the architecture that has been developed in this Proof of Concept is the Electrical 866 Vehicle Charge System, EVCS. The EVCS can be deployed as an application server (AS) in an IMS-based 867 service environment, but it can also run independently of IMS.

868  EVCS can take advantage of an intelligent car communication, but it is not dependent on such 869 communications. This assumes however that there are smart outlets connected to the service.

870  EVCS can take advantage of smart outlets, but it is not dependent on them. This assumes however 871 that there is an intelligent car connected to the service.

872  EVCS fits well into the smart grid concept. Its power is that it be deployed independent of a smart grid 873 implementation potentially providing services for charging with reduced requirements for investment in 874 a private environment compared to the investment needed to provide public charging infrastructures, 875 which will often not be commercially viable in sparsely populated regions.

876 The main benefits of the EVCS can be summarized as follows:

877  It provides freedom to users to charge where it is convenient, at friends’ houses or other non-public 878 locations, and make it easier to use and drive electrical vehicles by providing drivers with 879 independence from public charging infrastructures, which may not be available in all locations where 880 the user may want or need to charge,

881  It secures that the cars connected to the service are charged to the right level and in time to fulfil the 882 driver’s preferences,

883  It provides for load balancing in the energy grid,

884  It minimize the impact on the existing grid of charging electric vehicles,

885  It provides efficient energy transport and usage,

886  It provides a steering mechanisms to reduce CO2 emissions,

887  It provides a sustainable transport solution concept,

888  It supports the roles of service providers,

889  It supports interfaces to all of the actors in the ecosystem, and

890  It minimizes the number of agreements that each actor has to make in order to establish business 891 relationships within the eco-system.

892

893

894

895

896

897

898

899

900

901

902

903

904

905

Name of concept Energy Conservation

Concept partners Southern California Edison (SCE), California Energy Commission (CEC),

Echelon Corporation, VaCom Technologoies

Project reference Peak Load Reduction Program (PLRP)

Reference report LonWorks Demonstrates Watts New in Energy Conservation

(http://www.vacomtech.com/Downloadfiles/Echelon%20SCE%20Battery%20Charger %20Control%20Story.pdf)

906

907 Scope

908 909 The goal of the project was energy conversation and reducing peak loads, included shifting the recharging of 910 batteries to off-peak hours. Southern California Edison (SCE) wanted to enable customers to be able to 911 conveniently and easily shift their battery charging to off-peak times. SCE determined that by providing 912 customers with the proper control equipment, they would be able to accomplish this goal. 913

914 Illustration

915

916

917

918 Description of the concept

919

920 Southern California Edison (SCE) realized that if it could shift the recharging of just 3-5% of the estimated 921 70,000 such vehicles within its territory to off-peak hours, the utility could reduce peak loads by 8 megawatts. 922 SCE applied to the California Energy Commission (CEC), proposing a program to reduce industrial electric 923 vehicle on-peak charging loads. Under the program, funded by the State of California, companies that 924 installed energy management equipment on their battery charging systems would be paid up to $150 per kilo- 925 watt (kW)if they shifted from on-peak to off-peak weekdays during the summer months.

926 Developing the charger management solution for the Peak Load Reduction Program (PLRP) was a joint effort 927 between SCE’s Electric Transportation Division and several industry trade allies, including VaCom 928 Technologies, an Open Systems Alliance member and Echelon Authorized Network Integrator located in La 929 Verne, California.

930 VaCom recommended using controls based on Echelon’s LonWorks open technology along with using 931 Echelon products. The systems had built-in compliance and override verification plus Internet communications 932 options. In addition, a LonWorks network did not require expensive, custom coding that would have taken 933 months to create. Doug Scott, president of VaCom, points to another, longer-term benefit of the program. "An 934 open system could also be viewed as a starting point for additional energy management control within these 935 same businesses; the core of an energy efficiency infrastructure building block that could be expanded over 936 time, saving even more energy in the future."

937 Charged Up and Ready to Go

938 VaCom named their technology solution the Battery Charger Control Panel (BCCP). The BCCP system is 939 compact and self-contained. All required control, remote monitoring capability, and power switching devices 940 are included in one simple-to-install package, completely pre-wired and pre-programmed.

941 The size and configuration of the installation varied based on individual requirements of each business. 942 However, each BCCP installation consisted of one or more of Echelon devices, which monitored current flow 943 and controled the battery charger relays; an Echelon scheduler, which works like a timer; LonWorks data 944 logger that provides a history of on/off cycles and power usage; Echelon LonWorks based communications; 945 internet connectivity; and smart meters.

946 Leading the Charge for Conservation

947 The PLRP program was an immediate success with businesses. Over half of all firms contacted signed up. 948 More than 50 companies participated. "The return on investment for these companies is excellent with up to 949 $500 savings per vehicle per year," says Scott.

950 The expectations for this effort have been truly met and exceeded. "This program has opened everyone’s 951 eyes to potential energy cost savings for vehicle battery charging, and shown what a win-win proposition it 952 really is," adds says Dick Cromie, Program Manager with Southern California Edison.

953 954 Key Benefits

955 • Businesses realized energy cost savings and rapid ROI (return on investment)

956 • Utility reduced chance of blackouts, lowered need for new generating capacity

957 • Easy installation with pre-packaged system

958

959

960 Name of concept ESBN Winter Trials

Concept partners ESB Networks, ESBecars, Intel, SAP

Project reference N/A

Reference report N/A

961

962 Scope

963 The trial will analyse the network impact of controlled charging of EV’s. The EV’s will be used by seven 964 selected residents of a test housing estate in Dublin. Each house will be fitted with a smart charging device 965 and a computer interface, which will allow the control of charging to avoid amplification of system peaks. The 966 Network will be monitored to assess a suite of power quality factors.

967

968 Illustration

Roebuck Downs Network Network Reconfiguration

Extended network to 74 customers

N.O.

969

970 Description of the concept

971 The project is in phase 2 of a network monitoring trial. Phase 1 monitored the grid impact from the introduction 972 of 7 EV’s on an electricity network. With 70 households on the network, the vehicles represent the Irish 973 government target of 10% of all road transport to be electric by 2020. During phase 1 the charging was 974 conducted without intervention and the impact of voltage levels amongst other factor was monitored. In phase 975 2 the charging will be controlled in order to counteract any undesired affect of additional loads during system 976 peaks. The trial will demonstrate the usefulness of smart charging in facilitating higher penetrations of electric 977 vehicles on the grid. Furthermore it will demonstrate the preparation for additional loads created by mass 978 adoption of EV’s.

979 Users will input the ‘unplug’ time they require for each day, While the system will learn the user pattern’s, the 980 user will have the ability to enter a time for special days or just work from a standard time. The user can 981 override the system in the case where they require to start charging the vehicle immediately. The vehicle will 982 always charge to a minimum reserve level if the battery is below this level at the time of plugging in. Of 983 primary consideration is that there will be no negative experience from the trial for the vehicle user while 984 trialling the EV.

985

986 User inputs include: Unplug time, and reserve charge level.

987 Other inputs include vehicle battery level, GPS, system demand, system voltage and frequency.

988

System Demand

Cloud HEMS Smart EVSE Personal Diary Data

Car Canbus 989

990

991 992

Name of concept Finseny Project

Concept partners ESB, TSSG, Intune Networks, RwTH Aachen (Wider project partners)

Project reference NFI.ICT-2011-285135 FINSENY

Reference report WP5 – D5.1 & D5.2

993

994 Scope

995 Using the Future Internet and FI-Ware platform, Finseny will demonstrate the control of vehicle charging to 996 react to grid fluctuations and disturbances. It will work within notional service quality contracts and assess the 997 factors of Demand Side Management (DSM) including speed and amplitude of responses as well as the 998 impact on the grid. Furthermore the project will model the scalability of DSM control along with response times 999 and evaluate the cost benefit of increased integration. The project will assess a range of technology options 1000 for implementation and report on the effectiveness of each.

1001

1002 Illustration

1003

1004

1005 Description of the concept

1006

1007 Within the Finseny Project, the area of DSM has been considered. As part of a Phase 2 proposal the partners 1008 will demonstrate the use of the FI-ware Generic Enablers (GE’s) and Domain Specific Enablers (DSE’s) in the 1009 implementation of a DSM control system. The project will evaluate Fibre networks and 4G technologies in the 1010 control of charge, as well as considering the impact on the electrical system. While the infrastructure and trial 1011 vehicles will be located in Ireland, analysis and modelling will take place at RwTH, Aachen University.

1012 Where a user opts for an interruptible supply tariff, the DSO can interrupt the charging of the vehicle for short 1013 periods of time in response to grid conditions thus introducing a ‘virtual spinning reserve’ to the grid. The 1014 effect will be to allow rapid balancing of supply and demand, either due to a generation faults or fluctuating 1015 generation as is sometimes experienced at wind farms.

1016 The main benefits are expected to be 3 fold, Firstly the user will benefit from lower energy prices, secondly, 1017 there is an opportunity to decrease investment requirements in generation and infrastructure, finally the 1018 amount of renewable generation which can be integrated into the grid is likely to increase due to better 1019 response control.

1020 Ultimately, easier integration of renewable energy will bring the ‘zero tail pipe’ emissions to ‘zero emissions’.

1021

Name of concept GÖRLITZ E-Mobility Smart Charging Solution

Concept partners GÖRLITZ AG, Koblenz, Germany

Project reference -

Reference report -

1022

1023 Scope

1024 The main scope of GÖRLITZ’ Smart Charging Solution for electrical vehicles is to enable the existing 1025 electrical infrastructure to cope with EVs in a mass market also including an accounting and billing concept 1026 which allows fair cost allocation for generation and consumption of electrical mobility energy. With the 1027 massive use of electric vehicles the requirements for charging infrastructure rise comparably. The investment 1028 costs for public charging spots, where the energy will be delivered to the EVs are pretty high. Charging pole 1029 vendors currently can’t provide an interoperable and standardized accounting and billing concept which allows 1030 the customers to charge their electric vehicles anywhere and receive a correct invoice for the consumed 1031 electricity afterwards. Beside the missing standardized accounting and billing concept it is impossible to abet 1032 electricity for mobility to promote the use of electrical vehicles and later on to charge taxes on the mobility 1033 electricity as soon as the amount of petroleum taxes decrease, because it is not possible to prevent tax fraud, 1034 when customers charge their electric vehicles at their standard home sockets, which will obviously be the 1035 most frequented charging spot.

1036 Illustration

1037

1038 44

1039

1040 Description of the concept

1041 1042 The Smart Charging Solution of GÖRLITZ has already been implemented successfully in pilot a project with a 1043 major German car manufacturer. The basic idea is to enable the already existing infrastructure to cope with 1044 the wide use of electric vehicles. Each standard socket may become a private or even public charging spot for 1045 electric vehicles which will be billed according to its usage correctly. Therefore it is necessary to enable the 1046 socket to identify itself and to communicate with the electric vehicle, e. g. via the charging cable by adding a 1047 simple communication (e. g. PLC) and identification module to the socket itself. In a mass production the 1048 module will be very cheap and may also be integrated into every standard socket later on by default. 1049 1050 The owner of the identifiable standard socket registers his EV charging socket at a clearing house. The 1051 owners of electric vehicles also register themselves and their vehicles at the same clearing house. 1052 1053 The electric vehicles will have an on-board meter and, if not already integrated into the vehicle itself by 1054 default, a communication device like a GPRS/UMTS/LTE modem (illustration #1). 1055 1056 When an electric vehicle is running on low battery, the owner of the car will be offered charging spots in the 1057 surrounding of the current position. This information may be provided e. g. via a mobile phone, like an iPhone, 1058 or via the in-car infotainment system directly integrated into the navigation solution of the car (illustration #2) 1059 and the traveling route may be directed to the next or desired charging spot. 1060 1061 The EV may be plugged into every Smart Charging Solution prepared standard socket even without knowing 1062 the owner of the socket. Neither does the owner of the socket need information about the EV, which shall be 1063 charged nor its owner (illustration #3). After plugging the EV into the socket and a successful handshake for 1064 the communication, the PLC chip of the socket sends its unique ID to the car (illustration #4). The car adds his 1065 own unique ID and forwards this set of data including some other technical information to the clearing house 1066 asking for validation and approval (illustration #5). Several business logical validations may be run at the 1067 clearing house, e. g. if the owner of the EV is solvent, which type of electricity will be offered (e. g. green 1068 electricity, electricity from nuclear power plants, …) and, of course, which price per kWh the owner of the 1069 socket offers (this information will be already displayed in the in-car infotainment system provided by the 1070 clearing house in relation to the nearest charging spots to enable the customer to select the cheapest or 1071 appropriate spots). If everything is fine, the owner of the car receives an offer for charging his vehicle which 1072 may be accepted e. g. by pressing a button (illustration #6) and initiates the loading process (illustration #7) 1073 and closes the loading contract for this action. After the charging process is completed (or interrupted by 1074 failure or accident) (illustration #8) the amount of consumed energy measured by the on-board meter of the 1075 car will be transmitted to the clearing house (illustration #9). This generates the delivery receipt for the energy 1076 consumed by the EV. The owner of the EV then receives a notification that the loading process is completed 1077 incl. the total sum of costs on the mobile phone and the in-car infotainment system (illustration #10). The 1078 owner of the EV may now continue the journey (illustration #11) and will receive an invoice for the electricity 1079 and service later (illustration #12). 1080 1081 With this Smart Charging Solution every standard socket may become a private or even public EV charging 1082 spot, which is ready for accounting, billing and taxation. The already existing infrastructure may be used to 1083 cope with a massive use of e-mobility without the need to install multiple charging poles. Surely this solution 1084 works everywhere, where electrical sockets are available – at the grocery, at work and where most charging 1085 procedures of EVs will be done: at home and at the homes of relatives and friends and other private persons.

1086

1087

1088

1089

Name of concept Green eMotion congestion management in DSO business model case

Concept partners Many, see http://www.greenemotion-project.eu/partners/index.php

Project reference GA MOVE/FP7/265499/Green eMotion

Reference report Green eMotion D4.2: http://www.greenemotion- project.eu/dissemination/deliverables-infrastructure-solutions.php

1090

1091 Scope

1092 The very heart of cost effective EV integration into the grid is the management of the recharge process itself, 1093 also referred to as charge management or smart charging. The framework in the next figure foresees an 1094 active role of the DSO, which can be directly in communication with either EVSE Operator or EVSP, 1095 depending on the regulatory framework adopted in a specific country, in order to exchange relevant 1096 information for EV integration into the grid. The customer has a service contract with one (or more) EVSPs, 1097 that in a generally unbundled ecosystem are only selling B2C services (like charging, for instance) and 1098 buying/selling B2B services through the B2B eMobility Marketplace.

1099 Illustration

1100

1101 Description of the concept

1102 According to business models and regulatory framework, different patterns of the above depicted roles may 1103 be involved in the charge management process, mainly depending on the ownership and management of the 1104 EVSEs deployed in public premises, which are the ultimate gateway where charge management processes 1105 are deployed and are key for the whole charge management architecture. Roles may be played by different 1106 stakeholders as hereby summarized: 46

1107 1108  EVSE is part of the regulated business and is included in the DSO activities: leading to a scenario in 1109 which the DSO acts as the provider of a multivendor technology platform by acting as EVSE operator, 1110 allowing different EVSPs to provide services on the very same EVSE. In this case, if the DSO also 1111 acts as Metering Point Operator (case of Italy and partially of Netherlands), the EVSE can embed a 1112 revenue-grade smart meter that enables EVSPs to bill customers. 1113  EVSE is owned and managed by a dedicated business, the EVSE operator, that might allow different 1114 EVSPs to recharge on its EVSEs by signing specific B2B agreements to implement a multivendor 1115 platform. However, the EVSE operator might alternatively act as the only EVSP on that EVSE, leading 1116 to a gasoline station-like business model. Here the meter can also be embedded in the EVSE to 1117 certify the billing to the customer in pay-per-kWh use case. However, the information regarding the 1118 energy consumption towards the DSO is the only constraint to be fulfilled, therefore the smart meter 1119 can be outside of the EVSE and owned by another actor. 1120 1121 The former case, currently under test in Italy, foresees the most active role of the DSO, in which the DSO 1122 itself plays also the role of EVSE Operator, leading to a scenario in which EVSPs (and at a later stage the 1123 Aggregators) can bring value through charge management processes from the energy market (where 1124 flexibility is sold) up to the end-user (who trades a lowering in degrees of freedom, getting his EV charge- 1125 modulated, in exchange of a convenient tariff). Large Scale Load Management demo case in Green eMotion 1126 project will be deployed according to this scenario. 1127 1128 The communication features to be demonstrated in the first release of Green eMotion are here modeled 1129 through diagrams that show the actions between the different actors involved in the charge management 1130 processes. A variety of other processes can be thought up based on the different actors interests, however 1131 here we have pictured a model that is one of the references in the demonstration activities in Green eMotion.

1132

1133

1134 The figure above describes the process of Congestion Management, which allows the DSO to fulfill one of its 1135 main objectives that is to minimize the shortages of electricity provisioning to end customers. Congestion 1136 management is a real-time process, specified as follows: 1137  As soon as network congestion is detected, the DSO front-end calculates reduced load profiles for 1138 EVs recharging in the congested area. 1139  The DSO then forwards the (reduced) load profiles to the EVSE Op. back-ends, which will in turn 1140 break down and distribute the load profiles to all EVSEs in the congested load area according to their 1141 algorithm/contractual constraints. 1142  At last, the EVSE Op. back-end aggregates the updated power profiles from the EVSEs and makes 1143 this update available to the DSO as a fulfillment of its initial request. A mandatory condition is that the

1144 recharging infrastructure is able to provide fast, reliable and secure communication between its back- 1145 end systems and the DSO front-end system. Name of concept IntelliCharge by ERDF Concept partners ERDF, EDF R&D and projects partners Project reference Articulation of three projects Reference report Under course 1146

1147 Scope

1148 Intellicharge by ERDF is a series of projects which share a common logic for smart charging in relation with 1149 technical and economical aspects of distribution system. 1150 The scope of the first project is to design ERDF fleet management including a high rate of EV, and develop 1151 smart charging within its parking buildings. This comes with the purchase of about 2000 EV, to be delivered 1152 until 2015. 1153 ERDF leads two other project to fit smart charging for residential buildings, especially inside multi-unit 1154 dwellings, and for public charging spots within a city. 1155 Altogether, these projects aim at a common interface between the DSO and charging spots installation in all 1156 situations so that global charging of multiple EV in a network area be organised optimally, taking into account 1157 cost and quality of service of the distribution system.

1158 Illustration

1159 Example of a global eco-system (case of company fleet), and the place of smart charging into it.

1160

1161 Description of the concept

1162 The goal is to ensure the availability of charging infrastructure adequate for a massive conversion of thermal 1163 to electrical vehicles, its integration within the premises electrical installations, and the design and 1164 organization of smart charging fitting to any category of use. It has to fulfill constraints from the end user point 1165 of view, in terms of operational and economical efficiencies, while making the best use of networks and 1166 energy resources, including upstream electrical system at stake (DSO, TSO, energy and capacity markets). 1167 The concept relies on a global approach of the eco-system, beyond the charging spot and the EV which are 1168 part of it, as illustrated on the above left figure in the case of a company fleet. Smart charging per se takes 1169 place in interaction with this eco-system, as illustrated on the above right figure. 1170 Smart charging itself is based on the adequate design of the customer energy management system (CEMS) 1171 and its communication with the smart grid connection point (SGCP) of the distribution system, which includes 1172 three functions: metering compliant with regulation for electricity purchase on the market (MID), energy tariffs 1173 information (TAS) and maximum power availability control (PDA).

1174 The projects will be led until 2015 with intermediate results, and will produce recommendations and proposals 1175 of standards. 1176

Name of concept MUGIELEC

Concept partners MUGIELEC is led by ZIV, and TECNALIA is its technical coordinator. Other project partners are: AEG, CEMENTOS, LEMONA, FAGOR, GAMESA, IBERDROLA, INCOESA, INDRA, INGETEAM, ORMAZABAL and SEMANTIC SYSTEMS. Project reference http://www.mugielec.org/es/

Reference report EVS26 Los Angeles, California, May 6-9, 2012 A whole approach for the Electric Vehicle infrastructure in the Basque Country 1177

1178 Scope

1179 MUGIELEC, focused mainly on the charging infrastructure, has a global and complete vision, considering not 1180 only the technological attributes, but also the relationship, integration, and communication needs with both 1181 electricity networks (and its Operators) and EVs (and their Users). As a result of this, MUGIELEC performs a 1182 deep analysis of the different recharge scenarios proposed for the short to long term, carefully tackled from 1183 the point of view of the electricity grid. 1184 1185 In principle, looking at the grid and the consumers, the EV is like any other load. However, their geographic 1186 and temporal uncertainty for connection, the fact that they include storage instead of mere loads, and the 1187 specific load profiles according to customs, EV types, etc., bring specific challenges and opportunities. This 1188 need for an intelligent management and communication obliges to set up at least a minimum level of 1189 intelligence at every relevant stakeholder and device. 1190 1191 Multiple car parks are another key usage scenario for electric vehicles in the early adoption phase. Different 1192 parking topologies are considered, from small parks outside to complex several storey parking lots with 1193 different charging managing companies. 1194

1195 Illustration

1196

1197

1198 Description of the concept

1199 The MUGIELEC approach to EV charging systems tries to stay business-model independent, by depicting the 1200 functionalities that are required for the successful deployment of an EV charging infrastructure and the 1201 associated services: Energy supply, EVSE and end user services. These functionalities have been wrapped 1202 up in three generic boxes corresponding to the main systems that are necessary to provide advanced 1203 charging services to an EV-driver: 1204 1205 The Energy System is depicted in blue, with the functions carried out by the traditional stakeholders of the 1206 electricity system. Advanced equipment, such as metering devices with bidirectional communication 1207 capabilities and an additional interface with electricity subscribers, can be used to exchange metering 1208 information, price signals, etc. enabling active local electricity management. Global demand management can 1209 be carried out by means of the direct interconnection between the energy system and the eMobility system. 1210 1211 The systems related with eMobility management are depicted in maroon, where the contractual relationship 1212 with EV-users, EV-charging related information and services, etc., are carried out. eMobility systems relay on 1213 MUGIELEC’s Information and Knowledge management system. 1214 1215 The EV Supply Equipment is depicted in green. Integration into the charging infrastructure can be intended 1216 by a variety of CPs with quite different capabilities. 1217 1218 1219 The EVSP Management System must perform whatever activity in relation with EVSE remote control, 1220 monitoring and communication within a certain infrastructure. It manages the logical base of the business 1221 model. 1222 The core of the Management System is built around a set of Functional Modules containing the necessary 1223 functions to operate all the EVSE: 1224 1225  EVSE Inventory: for inserting, modifying and deleting the specific information which is directly or 1226 indirectly referred to EVSE. 1227  CP Monitoring: to allow users to visualize EVSE location as well as their real-time status on a 1228 geographical application through a code of colours. Also, it will be possible to navigate from this 1229 module to the EVSE Operations Module. 50

1230  Operation on EVSEs: to carry out the EVSE remote operation by means of certain operations that 1231 will depend on their own capabilities, such as start/stop the charging process, lock/unlock the Access, 1232 reboot the EVSE, etc. 1233  Configuration management: for remotely looking up and updating one or several EVSE 1234 configuration. 1235  Reception of events: to collect and manage every event sent by EVSE, including those not needing 1236 an immediate intervention, as well as the incidences on the Management System itself as a result of 1237 any problem on the application modules. 1238  Management of the historical records: for storing a historical record of user data and EVSE 1239 charges. Also, it manages deleting criteria of those historical records based on the parameters that 1240 had been configured. 1241  Access management: to perform on-line user authorization process for recharging. 1242  Reporting management: to provide, according to some reports templates defined previously, the 1243 needed information of EVSE infrastructure to be managed and operated by EVSP. 1244  Security management: to manage different system access profiles and levels of permissions. 1245 1246 1247 These examples of EV Service Provider management system are important elements in the link between 1248 eMobility and Smart Grid – in relation to Smart Charging of Electric Vehicles. 1249

1250

Name of concept PowerMatcher

Concept partners FlexiblePower Alliance Network, see also www.flexiblepower.org

Project reference http://www.powermatcher.net/

Reference reports See last page

1251

1252 Scope

1253 PowerMatcher is an intelligent distributed coordination technology from TNO. The PowerMatcher is a multi- 1254 agent based system that uses electronic exchange markets to coordinate a cluster of devices to match its 1255 electricity supply and demand. A multi-agent system is a structured framework for implementing complex, 1256 distributed, scalable and open ICT systems in which multiple software agents are interacting in order to reach 1257 a system goal. Such a software agent is a self-contained software program that acts as representative of 1258 something or someone (in this case the Electric Vehicle). A single software agent carries out a specific task. 1259 For this task, it uses information from and performs actions in its local environment. It is able to communicate 1260 with other entities (agents, systems, humans) for its task.

1261 Illustration

1262

1263

1264 Figure 1: Schematic overview of the PowerMatcher concept.

1265 Description of the concept

1266 Every flexible device in a cluster (in our smart charge case the EV itself) is represented by a device agent, a 1267 piece of software that looks after the interests of that device. Such agents attempt to operate the associated 1268 processes in an economically optimal way, whereby no central optimization algorithm is necessary.

1269 Using an electronic market (the auctioneer) in the multi-agent system allows the agents to trade scarce 1270 resources (that can also be network restrictions) that are necessary for the agent to carry out its task. The 1271 only information that is exchanged between the agents and the auctioneer are bids. These bids express to 52

1272 what degree an agent is willing to pay or be paid for a certain amount of electricity. Bids can thus be seen as 1273 the priority or willingness of a device to turn itself on or off. For example an EV with a low battery state of 1274 charge is willing to pay a higher price. Bids are sent at irregular (event-based) intervals, i.e. only when an 1275 agent's bid has changed. This keeps the communication between PowerMatcher entities to a minimum.

1276 The auctioneer collects the bids and calculates the market clearing price. This price is communicated back to 1277 the device agents, which react appropriately by either starting to produce or consume electricity, or wait until 1278 the market price or device priority (state) changes. The concept of the PowerMatcher has been tested in a 1279 number of field demonstrations.

1280 PowerMatcher implementation example for EVs with congestion management

1281 An implementation of the PowerMatcher concept with several EV charging stakeholders would likely be as 1282 follows:

1283  Device agent in the Electric Vehicle, representing the vehicle and user’s needs

1284  Concentrator agent in the DSO area, probably located in the substations, to add grid limitations

1285  Auctioneer agent in/near the electricity market (if a more neutral environment is necessary also the 1286 TSO would be an option)

1287  Objective agent can be in the eMobility service provider aggregator, these bids are coupled to the 1288 open market electricity price

1289 To describe this scenario in more detail. Suppose we have several EVs that want to charge. When the EVs 1290 want to start charging it will create a bid, this is a curve with price versus power, when the price is low the 1291 charging power is likely maximal, when the price is high the charging power offer is probably low or even zero. 1292 This curve and bid heavily depends on the battery state of charge and the expected next departure time 1293 (given by the EV user), this differentiation will also ensure that we get different bids, and that guarantees a 1294 smoother curve for easer supply demand matching.

1295 All the bids per substation are collected (bids are so generic that EV charging bids can be added and 1296 combined to for example heat-pump bids) and added by the substation concentrator agent, who on his turn 1297 will make an offer to the next layer, in this case the (market) auctioneer. Since a substation has a limited 1298 power it will adapt the sum of the bids received to make sure the substation does not get overloaded, and as 1299 such perform congestion management.

1300 The auctioneer adds the other bids its receives, the next step is that the price where supply and demand 1301 matches, will be sent out by the auctioneer, which will establish the equilibrium.

1302 The concentrators will on their turn also send the price signal to de device agents. In the case described 1303 above that a substation did limit the offer 1304 due to power limitations it needs to send 1305 a higher price to the agents in his domain 1306 to establish this lower power 1307 (this is called local marginal pricing).

1308 The end result is that several EVs charge 1309 later or with a lower power. A simulation 1310 in the G4V EU project with 200 EVs and 1311 real user driving behavior as input, 1312 resulted in the improved red instead of 1313 uncontrolled blue load curve for a 1314 substation.

1315 Figure 2: Load curve on a substation with charging EVs with and without PowerMatcher.

1316 Conclusion and Recommendation

1317

1318 Although at first sight the PowerMatcher concept looks complex, the simple and uniform device independent 1319 communication of bids and prices ensures a high scalability. The device agent is simple and therefore can 1320 with low cost be implemented also in household appliances. The price is not necessarily the price the 1321 consumer/EV user needs to pay, that depends on the business model, in these cases the price can be seen 1322 as a control signal to steer the demand. So the billing process can be different implemented and based on 1323 other prices or tariffs.

1324 To enable open access to PowerMatcher, a FlexiblePower Alliance Network (FAN) in being launching in Q4 1325 2012 as a non-profit organisation with as main goal: Extending the PowerMatcher Suite specifications with 1326 connectivity to equipment (e.g. electric vehicles, home appliances) and flexible coupling with energy 1327 management applications.

1328 Of course there can be other ways to establish smart charging for EVs or perform Supply Demand 1329 Management in Smart Grids, and since we do not want to push one technology as the only solution, we also 1330 work in the FlexiblePower Alliance Network on more generic platforms and interfaces, that could also use 1331 other types of smart charging and smart grid technologies. We strive there to generic standards that enable 1332 multiple technologies to be used. For example we noticed that most other smart algorithms (for example the 1333 ADDRESS control mechanism) all interact with the EVs/customers based on (real-time) prices/tariffs and 1334 bids/demands and limited local intelligence (energy box, device agent, ...).

1335 Therefor the key recommendation is to at least create open extendible bidirectional communication between 1336 the EV BMS and the Smart Grid/Charging Point, so that these entities can negotiate on the charging. This 1337 communication should be compatible with several smart grid/charging technologies (of which PowerMatcher 1338 is one). This is not an obvious task, and it is expected that different smart charging modes could appear. 1339 Careful steps needs to be made preventing too many options that cannot be supported by all EVs or Charging 1340 Points. A recent field trial with PowerMatcher and ISO/IEC 15118 already resulted in some suggestions for 1341 this communication interface. It would be good to combine the experience of this trial with other trials using 1342 ISO/IEC 15118.

1343

1344 References

1345  G4V D6.2 Estimation of Innovative Operational Processes and Grid Management for the Integration 1346 of EV 1347 http://www.g4v.eu/downloads.htmlhttp://www.g4v.eu/downloads.htmlhttp://www.g4v.eu/downloads.ht 1348 ml G4V_WP6_D6_2_grid_management

1349  Green eMotion WP7 Harmonisation of technology & standards deliverables on 1350 http://www.greenemotion-project.eu/dissemination/deliverables.phphttp://www.greenemotion- 1351 project.eu/dissemination/deliverables.php

1352  PowerMatcher information site http://www.powermatcher.net/

1353  PowerMatching City demonstration living lab 1354 http://www.powermatchingcity.nl/UserPortalhttp://www.powermatchingcity.nl/UserPortalhttp://www.po 1355 wermatchingcity.nl/UserPortal

1356

1357

1358

1359 Name of concept Optimized System Integration of Plug-In Vehicles utilizing the VISMA concept

Concept partners Technical University Clausthal (TUC), Bornemann AG (BAG), Business Communication Company GmbH (BCC), Bundesverband Solare Mobilität e.V. (bsm), Forschungsstelle für Energiewirtschaft e.V. (FfE), RegenerativKraftwerke Harz GmbH u. Co. KG (RKWH)

Project reference Refueling in the Smart Grid: Optimized System Integration of Plug-In Vehicles

(Tanken im Smart Grid: Optimierte Systemintegration von Plug-In Vehicles)

http://www.metropolregion.de/pages/themen/schaufenster_e- mobilitaet/projekte/subpages/ct_11512/index.html

Reference reports N/A

1360

1361 Scope

1362 Scope of this project is to develop and test an innovative smart charger for plug-in vehicles. The charge 1363 controller will contribute to dynamic grid stability by choosing its charging power in regard to frequency and 1364 local voltage. Thus, power drain is optimized with respect to available energy while still taking into account 1365 user preferences and safe operation of the batteries.

1366 Illustration

1367

1368 Description of the concept

1369 Description of concept

1370 The overall objective of the project is to facilitate the integration of fluctuating non-dispatchable renewable 1371 energy sources by delivering auxiliary services with grid connected electric vehicles. These auxiliary services 1372 are provided by grid adaptive battery chargers, of which the charging algorithm reacts to locally measured grid 1373 parameters such as frequency and voltage [1]. As a comprehensive solution the VISMA concept is proposed 1374 and will be implemented in experimental models.

1375 VISMA describes a grid connected converter operating with dynamic behavior similar to electromechanical 1376 synchronous machines [2]. Frequency stabilization is supported by synthetic inertia and a higher level P(f)- 1377 droop controller. Dynamic voltage support is introduced by modeling the grid voltage interaction with virtual 1378 machine impedance. Q(U) and P(U) controllers are used for steady state voltage support. Machine 1379 parameters are freely configurable and changeable during operating.

1380 On top, the project will use ICT to build up a grid quality map as a central database. The grid quality map is 1381 filled with local grid parameters measured by the electric vehicles during plugged in mode. Analysis of the 1382 collected data provides optimized charging parameters based on IEC/TR 61850-90-7.

1383 The third objective of the project is to balance the energy flow within prosumer cells (eg. PV power combined 1384 with dispatchable consumption by plug-in vehicles).

1385

1386 References

1387 [1] Kaestle, Vrana, Bentaleb: Smart Standards for Smart Grid Devices, 3rd European Conference Smart Grids 1388 and E-Mobility, München, 17. - 18. October 2011.

1389 [2] Chen, Hesse, Turschner, Beck: Dynamic Properties of the Virtual Synchronous Machine (VISMA), 1390 International Conference on renewable energies and power quality (ICREPQ´11), Las Palmas de Gran 1391 Canaria, Spanien, 13. -15. April 2011.

1392

1393

1394 Annex C – List of E-mobility related standards 1395

Name/Number Title of standard or specification EN 13447:2001 Electrically propelled road vehicles - Terminology (ISO 8713) EN 13757-1 to -5 Communication system for and remote reading of meters EN 50065-1:2001 Signalling on low-voltage electrical +A1:2010 installations in the frequency range 3 kHz to 148,5 kHz. General requirements, frequency bands and electromagnetic disturbances EN 50065-2-1: Signalling on low-voltage electrical 2003 + A1:2005+ installations in the frequency range 3 kHz to AC:2003 148,5 kHz -- Part 2-1: Immunity requirements for mains communications equipment and systems operating in the range of frequencies 95 kHz to 148,5 kHz and intended for use in residential, commercial and light industrial environments EN 50065-2-2: Signalling on low-voltage electrical 2003 + A1:2005 installations in the frequency range 3 kHz to + AC:2003 148,5 kHz -- Part 2-2: Immunity requirements for mains communications equipment and systems operating in the range of frequencies equipment and systems operating in the range of frequencies 95 kHz to 148,5 kHz and intended for use in industrial environments EN 50065-2-3: Signalling on low-voltage electrical 2003+A1:2005+ installations in the frequency range 3 kHz to AC:2003 148,5 kHz - Part 2-3: Immunity requirements for mains communications equipment and systems operating in the range of frequencies 3 kHz to 95 kHz and intended for use by electricity suppliers and distributors EN 50272 -1 Safety requirements for secondary batteries EN 50272 -2 and battery installations. Traction batteries EN 50272 -3 EN 55011 (CISPR 11)) Industrial, Scientific and Medical (ISM) Radio-Frequency Equipment - Electromagnetic disturbance characteristics --Limits and methods of measurement. EN 55012 Vehicles, motorboats and internal combustion engines – Radio (CISPR 12) disturbance characteristics – Limits and methods of measurement for the protection of off-board receivers EN 55016-X-X Specification for radio disturbance and (CISPR 16-X-X) immunity measuring apparatus and methods EN 55022 (CISPR 22) Information Technology Equipment - Radio Disturbance Characteristics - Limits and Methods of Measurement. EN 55025 Vehicles, motorboats and internal combustion engines – Radio

(CISPR 25) disturbance characteristics – Limits and methods of measurement for the protection of on-board receivers EN 60146-1 Semiconductor converters - General requirements and line commutated converters - Part 1-1: Specification of basic requirements EN 60309 Plugs, socket-outlets and couplers for (IEC60309) industrial purposes – Part 1: General requirements EN 60309-1 Plugs, socket-outlets and couplers for (IEC60309-1) industrial purposes – Part 2: Dimensional interchangeability requirements for pin and contact-tube accessories EN 60309-2 Plugs, socket-outlets and couplers for industrial purposes – Part 4: (IEC60309-2) Switched socket-outlets and connectors with or without interlock EN 60446 Basic and safety principles for man-machine interface, marking and identification. Identification of conductors by colors or numerals. EN 60622 Secondary cells and batteries containing (IEC60622) alkaline or other non-acid electrolytes Sealed nickel-cadmium prismatic rechargeable single cells EN 60623 Secondary cells and batteries containing (IEC60623) alkaline or other non-acid electrolytes Vented nickel-cadmium prismatic rechargeable single cells EN 61429 Marking of secondary cells and batteries (IEC61429) with the international recycling symbol ISO 7000-1135 EN 61434 Secondary cells and batteries containing (IEC61434) alkaline or other non-acid electrolytes Guide to the designation of current in alkaline secondary cell and battery standards EN 61951 Secondary cells and batteries containing (IEC61951-1) alkaline or other non-acid electrolytes - Portable sealed rechargeable single cells – Part 1: Nickel-cadmium EN 61952 Secondary cells and batteries containing (IEC61951-2) alkaline or other non-acid electrolytes - Portable sealed rechargeable single cells– Part 2 :Nickel-metal hydride EN 61959 Secondary cells and batteries containing (IEC61959) alkaline or other non-acid electrolytes Mechanical tests for sealed portable secondary cells and batteries EN 61960 Secondary cells and batteries containing (IEC61960) alkaline or other non-acid electrolytes - Secondary lithium cells and batteries for portable applications EN 61982-1 Secondary batteries (except lithium) for the (IEC61982-1 under revision) propulsion of electric road vehicles - Part 1: Test parameters EN 61982-2 Secondary batteries for the propulsion of (IEC61982-2) electric road vehicles - Part 2: Dynamic discharge performance test and dynamic endurance test 58

EN 61982-3 Secondary batteries for the propulsion of (IEC61982-3) electric road vehicles - Part 3: Performance and life testing (traffic compatible, urban use vehicles) EN 62259 Secondary cells and batteries containing (IEC62259) alkaline or other non-acid electrolytes Nickelcadmium prismatic secondary single cells with partial gas recombination EN 62281 Safety of primary and secondary lithium cells (IEC62281) and batteries during transport EN 62576 Electric Double-Layer Capacitors for Use in (IEC62576) Hybrid Electric Vehicles -Test Methods for Electrical Characteristics EN 62660-1 Secondary batteries for the propulsion of (IEC62660-1) electric road vehicles - Performance testing for lithium-ion cells and batteries EN 62660-2 Secondary batteries for the propulsion of (IEC62660-2) electric road vehicles - Reliability and abuse testing for lithium-ion cells ETSI TR 101 607 V1.1.1 Intelligent Transport Systems (ITS);

Cooperative ITS (C-ITS); Release 1

ETSI TS 101 556-1 V1.1.1 Intelligent Transport Systems (ITS);

Infrastructure to Vehicle Communication;

Electric Vehicle Charging Spot Notification Specification ; Release 1 ETSI TS 101 556-3 V1.1.1 Intelligent Transport Systems (ITS);

Infrastructure to Vehicle Communications;

Communications system for the planning and reservation of EV energy supply using wireless networks; Release 1

IEC 60038 IEC standard voltages IEC 60059 EC standard current ratings IEC 60073 Basic and safety principles for man-machine interface, marking and identification – Coding principles for indicators and actuators IEC 60364-5-53 Erection of low voltage installations – Part 530: Selection and erection of electrical equipment – Switchgear and control gear IEC 60364-5-54 Low-voltage electrical installations – Part 5-54: Selection and erection of electrical equipment – Earthing arrangements, protective conductors and protective bonding conductors IEC 60364-7-722 Low voltage electrical installations: Requirements for special installations or locations – Supply of electric vehicle IEC 60364-4-41 Low-voltage electrical installations – Part 4-41: Protection for safety – Protection against electric shock IEC 60481 Coupling devices for power line carrier systems IEC 60479-1 Effects of current on human beings and livestoc – Part 1: General aspects IEC 60529 Degrees of protection provided by enclosures (IP Code) IEC 60664-2-1 Electric vehicle conductive charging system - Part 21: Electric vehicle requirements for conductive connection to an a.c./d.c. Supply

IEC 60755 General requirements for residual current operated devices IEC/TR 60783 Wiring and connectors for electric road vehicles IEC/TR 60784 Instrumentation for electric road vehicles IEC/TR 60785 Rotating machines for electric road vehicles IEC/TR 60786 Controllers for electric road vehicles IEC 61000-3-2 Electromagnetic compatibility (EMC) – (EN 61000-3-2: Part 3-2: Limits – Limits for harmonic current 1996 + A1:2009 emissions (equipment input current < 16 A + A2:2009) per phase) IEC 61000-3-3 Electromagnetic compatibility (EMC) – (EN 61000-3-3: Part 3-3: Limits – Limitation of voltage 1995+A1:2001 changes, voltage fluctuations and flicker in + A2:2005 + AC:1997 and EN public low-voltage systems for equipment 61000-3-3: 2008) with rated current ≤ 16 A per phase and not subjected to conditional connection IEC 61000-3-3 Electromagnetic compatibility (EMC) - Note: This technical Part 3-4 Limits – Limitation of emission of report is replaced by harmonic currents in low-voltage power supply systems for equipment IEC 61000-3-12 for equipment ≤ with rated current > 16 A 75 A IEC 61000-3-11 Electromagnetic Compatibility (EMC) – (EN 61000-3-11: Part 3-11 – Limits – Limitation of voltage 2000) changes, voltage fluctuations and flicker in public low-voltage systems - Equipment with rated current ≤ 75 A per phase and subjected to conditional connection IEC 61000-3-12 Electromagnetic Compatibility (EMC) – (EN 61000-3-12: Part 3-12 – Limits for harmonic current emissions produced by 2005) equipment connected to public low-voltage systems with input current > 16 A and ≤ 75 A per phase IEC 61000-4-1 Electromagnetic compatibility (EMC) – Part 4-1 – Testing and measurement techniques – Overview of IEC 61000-4 series IEC 61000-4-2 Electromagnetic compatibility (EMC) – Part 4-2 – Testing and measurement techniques – Electrostatic discharge immunity test IEC 61000-4-3 Electromagnetic compatibility (EMC) – Part 4-3 – Testing and measurement techniques – Radiated, radio-frequency, electromagnetic field immunity test IEC 61000-4-4 Electromagnetic Compatibility (EMC) – Part 4-4 – Testing and measurement techniques – Electrical fast transients/burst immunity test IEC 61000-4-5 Electromagnetic Compatibility (EMC) – Part 4-5 – Testing and measurement techniques – Surge immunity test IEC 61000-4-6 Electromagnetic Compatibility (EMC) – Part 4-6 – Testing and measurement techniques – Immunity to conducted disturbances, induced by radio-frequency 60

fields IEC 61000-4-7 Testing and measurement techniques – General guide on harmonics and interharmonics measurements and instrumentation, for power supply systems and equipment connected thereto IEC 61000-4-8 Electromagnetic Compatibility (EMC) – Part 4-8 – Testing and measurement techniques – Power frequency magnetic field immunity test IEC 61000-4-11 Electromagnetic compatibility (EMC) – Part 4-11: Testing and measurement techniques – Voltage dips, short interruptions and voltage variations immunity tests IEC 61000-4-13 Electromagnetic compatibility (EMC) - Part 4-13: Testing and measurement techniques - Harmonics and interharmonics including mains signalling at a.c. power port, low frequency immunity tests IEC 61000-4-15 Electromagnetic compatibility (EMC) - Part 4-15: Testing and measurement techniques – Flickermeter – Functional and design specifications IEC 61000-6-1:2005 Electromagnetic Compatibility (EMC) – (EN 61000-6-1:2007) Part 6-1 – Generic standards Immunity for residential, commercial and light-industrial environments IEC 61000-6-2 Electromagnetic compatibility (EMC) – (EN 61000-6-2:2005+ AC:2005) Generic standards – Immunity for industrial environments IEC 61000-6-3 Electromagnetic compatibility (EMC) – (EN 61000-6-3:2007) Generic standards – Emission standard for residential, commercial and light-industrial environments IEC 61000-6-4:2006 Electromagnetic Compatibility (EMC) – (EN 61000-6-4:2007) Part 6-4 – Generic standards Emission standard for industrial environments IEC 61140 Protection against electric shock – Common aspects for installations and (EN 61140) equipment IEC/TS 61382-1 cells and batteries – Guide to equipment manufacturers and users IEC/TS 61438 Possible safety and health hazards in the use of alkaline secondary cells and batteries and health hazards in the use of alkaline secondary cells and batteries Guide to equipment manufacturers and users IEC 61439-5 Low-voltage switchgear and controlgear assemblies – Part 5: Assemblies for power distribution in public networks IEC 61508 Functional safety IEC 61540 Electrical accessories . Portable residual current devices without integral overcurrent protection for household and similar use (prods) IEC 60755 General requirements for residual current operated devices IEC 61850-7-420 Communication networks and systems for power utility automation 61

IEC 61851-1 Electric vehicle conductive charging system – General requirements IEC 61851-21 Electric vehicle conductive charging system – Part 21: Electric vehicle requirements for conductive connection to an a.c./d.c. supply IEC 61851-22 Electric vehicle conductive charging system – a.c. electric vehicle charging station IEC 61851-23 Electric vehicle conductive charging system – d.c electric vehicle charging station IEC 61851-24 Electric vehicle conductive charging system – Control communication protocol between off-board d.c. charger and electric vehicle IEC 61894 Preferred sizes and voltages of battery monoblocs for electric vehicle applications IEC 61968 Application integration at electric utilities – System interfaces for distribution management IEC 61970 Energy management system application Program interface (EMS-API IEC 61980-1 Electric equipment for the supply of energy to electric road vehicles using an inductive coupling – Part 1: General requirements IEC 61980-2 Electric equipment for the supply of energy to electric road vehicles using an inductive coupling – Part 2: Manual connection system using a paddle IEC 61981 On board electric power equipment for electric road vehicles IEC 61982-4 Secondary batteries for the propulsion of electric road vehicles – Part 1: Test parameters IEC 61982-5 Secondary batteries for the propulsion of electric road vehicles – Part 5: Safety testing for lithium-ion cells and batteries IEC 62040 Uninterruptible power systems (UPS) IEC 62056 series DLMS/COSEM IEC 62133 Secondary cells and batteries containing alkaline or other non-acid electrolytes - Safety requirements for portable sealed secondary cells, and for batteries made from them, for use in portable applications IEC 62196-1 Plugs, socket-outlets, vehicle couplers and vehicle inlets – Charging up to 250 A a.c. and 400 A d.c. IEC 62196-2 Plugs, socket-outlets, vehicle couplers and vehicle inlets –- Dimensional interchangeability requirements IEC 62196-3 Plugs, socket-outlets, vehicle couplers and vehicle inlets – Dimensional interchangeability requirements for pin and contact-tube coupler with rated operating voltage up to 1 000 V d.c. and rated current up to 400 A for dedicated d.c. charging IEC 62335 Circuit breakers – Switched protective earth portable residual current devices for class I and battery powered vehicle applications IEC 62335-2 SPE-RCDS for inline-cable boxes IEC 62351 Data and communication security (Security for 62

Smart Grid) IEC 62443 Industrial communication networks – Network and system security IEC 62485-1 Safety requirements for secondary batteries and battery installations – Part 1: Stationary batteries IEC 62485-2 Safety requirements for secondary batteries and battery installations – Part 2: Stationary batteries IEC 62485-3 Safety requirements for secondary batteries and battery installations – Part 3: Traction batteries IEC 62576 Electric double-layer capacitors for use in hybrid electric vehicles – Test methods for electrical characteristics IEC 62619 Secondary cells and batteries containing alkaline or other non-acid electrolytes - Safety requirements for large format secondary lithium cells and batteries for use in industrial applications IEC 62660 Secondary batteries for the propulsion of electric road vehicles ISO 6469-1 Electrically propelled road vehicles – Safety specifications – Part 1: On- (EN 1987-1/2/3) board rechargeable energy storage system (RESS) ISO 6469-2 Electrically propelled road vehicles – Safety specifications – Part 2: Vehicle operational safety means and protection against failures ISO 6469-3 Electrically propelled road vehicles – Safety specifications – Part 3: Protection of persons against electric shock ISO 6722-1 Road vehicles – 60 V and 600 V single-core cables – Part 1: Dimensions, test methods and requirements for copper conductor cables (Ed. 2.0) ISO 6722-2 Road vehicles – 60 V and 600 V single-core cables – Part 2: Dimensions test methods and requirements for aluminium conductor cables ISO/IEC 7498-1 Information processing systems -- Open Systems Interconnection -- Basic Reference Model - Part 1: The Basic Mode ISO/IEC 7498-2 Information processing systems -- Open Systems Interconnection --Basic Reference Model -- Part 2: Security Architecture ISO/IEC 7498-3 Information processing systems -- Open Systems Interconnection –Basic Reference Model - Part 3: Naming and addressing ISO 7637-1 Road vehicles – Electrical disturbances by conduction and coupling – Part 1: Definitions and general considerations ISO 7637-2 Road vehicles – Electrical disturbances by conduction and coupling – Part 2: Electrical transient conduction along supply lines only ISO 7637-3 Road vehicles – Electrical disturbances by conduction and coupling – Part 3: Electrical transient transmission by capacitive and inductive coupling via lines other than supply lines ISO TR 8713 Electric road vehicles – Vocabulary ISO 9506-1:2003 Industrial automation systems -- Manufacturing Message Specification -- Part 1: Service definition ISO 10483-1 Road vehicles - Intelligent power switches - Part 1: High-side intelligent power switch ISO 10483-2 Road vehicles – Intelligent power switches – 63

Part 2: Low-side intelligent power switch ISO 10924-1 Road vehicles – Circuit breakers – Part 1: Definitions and general test requirements ISO 10924-4 Road vehicles – Circuit breakers – Part 4: Medium circuit breakers with tabs (blade type), Form CB15 ISO 11451-1/4 Road vehicles – Vehicle test methods for electrical disturbances from narrowband radiated electromagnetic energy ISO 11452-1 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 1: General principles and terminology ISO 11452-2 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 2: Absorber- lined shielded enclosure ISO 11452-3 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 3: Transverse electromagnetic mode (TEM) cell ISO 11452-4 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 4: Bulk current injection (BCI) ISO 11452-5 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 5: Stripline ISO 11452-7 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 7: Direct radio frequency (RF) power injection ISO 11452-8 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 8: Immunity to magnetic fields ISO 11452-9 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 9: Portable transmitters ISO 11452-10 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 10: Immunity to conducted disturbances in the extended audio frequency range ISO 11452-11 Road vehicles – Component test methods for electrical disturbances from narrowband radiated electromagnetic energy – Part 11: Reverberation chamber

ISO/IEC Information technology – Telecommunication 12139-1 and information exchange between systems – Power line communication (PLC) – High speed PLC medium access & control (MAC) and physical layer (PHY) – Part 1: General requirements ISO 12405-1 Electrically propelled road vehicles – Test specification for Li-Ion traction battery systems – Part 1: High power applications ISO 12405-2 Electrically propelled road vehicles – Test specification for lithium-Ion traction battery systems – Part 2: High energy applications ISO 12405-3 Electrically propelled road vehicles – Test specification for Li-Ion traction battery systems – Part 3: Safety performance requirements

ISO 14572 Road vehicles – Round, sheathed, 60 V and 600 V screened and unscreened single- or multi-core cables – Test methods and requirements for basic and high-performance cables (Ed. 2.0) ISO/TS 16553 Road vehicles – Data cables – Test methods and requirements ISO/IEC 15118 Road vehicles – Communication protocol between electric vehicle and Parts 1–4 grid ISO/IEC 15118-1 Road vehicles — Vehicle to grid communication interface — Part 1: General information and use-case definition ISO/IEC 15118-2 Road vehicles — Vehicle-to-Grid Communication Interface — Part 2: Technical protocol description and Open Systems Interconnections (OSI) layer requirements ISO/IEC 15118-3 Road Vehicles — Vehicle to grid communication interface — Part 3: Physical layer and Data Link layer requirements ISO/IEC 15408 Information technology - Security techniques - Evaluation criteria for IT security ISO 15764 Road vehicles – Extended data link security ISO 16750 Road vehicles – Environmental conditions and testing for electrical and electronic equipment ISO 23273 Fuel cell road vehicles – Safety specifications ISO 23274-1 Hybrid-electric road vehicles – Exhaust emissions and fuel consumption measurements – Part 1: Non-externally chargeable vehicles ISO 23274-2 Hybrid-electric road vehicles – Exhaust emissions and fuel consumption measurements – Part 2: Externally chargeable vehicles ISO 26262-1/10 Road vehicles – Functional safety ISO/IEC 27000 Information technology – Security techniques – Information security management systems – Overview and vocabulary

ISO/IEC 27001 Information technology – Security techniques – Information security management systems – Requirements

SAE J 240 Life Test for Automotive Storage Batteries SAE J 537 Storage Batteries SAE J 1495 Test Procedure for Battery Flame Retardant Venting Systems SAE J1654:2004 High Voltage Primary Cable SAE J1673:1996 High Voltage Automotive Wiring Assembly Design SAE J 1715 Hybrid Electric Vehicle (HEV) & Electric Vehicle (EV) Terminology SAE J1742:2005 Connections for High Voltage On-Board Road Vehicle Electrical Wiring SAE J1766:2005 Battery Modules SAE J1772:2010 SAE Electric Vehicle Conductive Charge Coupler SAE J 1773 Electric Vehicle Inductively Coupled Charging

SAE J 1797 Recommended Practice for Packaging of Electric Vehicle Battery Modules SAE J 1798 Recommended Practice for Performance Rating of Electric Vehicle Battery Modules

SAE J 2185 Life Test for Heavy-Duty Storage Batteries SAE J 2289 Electric-Drive Battery Pack System: Functional Guidelines

SAE J 2464 Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System (RESS) Safety and Abuse Testing

SAE J 2288 Life Cycle Testing of Electric Vehicle Battery Modules

SAE J2289:2000 Electric Driver Battery Pack System Functional Guidelines SAE J 2293-1 Energy Transfer System for Electric Vehicles–Part 1: Functional Requirements and System Architectures SAE J 2293-2 Energy Transfer System for Electric Vehicles–Part 2: Communication Requirements and Network Architecture SAE J 2380 Vibration Testing of Electric Vehicle Batteries SAE J 2497 Power Line Carrier Communications for Commercial Vehicles SAE J 2801 Comprehensive Life Test for 12 V Automotive Storage Batteries SAE J 2836/1 Use Cases for Communication between Plug-in Vehicles and the Utility Grid SAE J 2836/2 Use Cases for Communication between Plug-in Vehicles and the Supply Equipment (EVSE) SAE J 2847/1 Communication between Plug-in Vehicles and the Utility Grid SAE J 2847/2 Communication between Plug-in Vehicles and the Supply Equipment (EVSE) SAE J 2847/3 Communication between Plug-in Vehicles and the Utility Grid for Reverse Power Flow SAE J 2894 Vehicle On-Board Charging Power Quality SAE J 2929 Electric and Hybrid Vehicle Propulsion Battery System Safety Standard

UL1642:2005 Safety of Lithium-Ion Batteries – Testing UL 2231-1:2002 Personnel Protection Systems for EV Supply Circuits: Part 1: General Requirements UL 2231-2:2002 Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits: Particular Requirements for Protection Devices for Use in Charging Systems UL 2251:2002 Plugs, Receptacles and Couplers for EVs

UL2580:2009 Outline of Investigation for Batteries for use in Electric Vehicles

1396